1989 FORD FIESTA glove box

into the engine induction system and thence
into the combustion chambers. This
arrangement eliminates any fuel mixture
control problems. The operating principles for
the system used on the Endura-E engine are
basically the same as just described with
revisions to the component locations and
hose arrangement.On CVH and PTE engines, a closed-circuit
type crankcase ventilation system is used, the
function of which is basically the same as that
described for the HCS engine type, but the
breather hose connects directly to the rocker
cover. The oil filler cap incorporates a
separate filter in certain applications. On Zetec engines, the crankcase ventilation
system main components are the oil
separator mounted on the front (radiator) side
of the cylinder block/crankcase, and the
Positive Crankcase Ventilation (PCV) valve set
in a rubber grommet in the separator’s left-
hand upper end. The associated pipework
consists of a crankcase breather pipe and two
flexible hoses connecting the PCV valve to a
union on the left-hand end of the inlet
manifold, and a crankcase breather hose
connecting the cylinder head cover to the air
cleaner assembly. A small foam filter in the air
cleaner prevents dirt from being drawn
directly into the engine.
Evaporative emissions control system
This system is fitted to minimise the escape
of unburned hydrocarbons into the
atmosphere. Fuel evaporative emissions
control systems are limited on vehicles
meeting earlier emissions regulations;
carburettor float chambers are vented
internally, whilst fuel tanks vent to atmosphere
through a combined roll-over/anti-trickle-fill
valve. On vehicles meeting the more stringent
emissions regulations, the fuel tank filler cap
is sealed, and a charcoal canister is used to
collect and store petrol vapours generated in
the tank when the vehicle is parked. When the
engine is running, the vapours are cleared
from the canister (under the control of the
EEC IV engine management module via the
canister-purge solenoid valve) into the inlet
tract, to be burned by the engine during
normal combustion. To ensure that the engine runs correctly
when it is cold and/or idling, and to protect
the catalytic converter from the effects of an
over-rich mixture, the canister-purge solenoid
valve is not opened by the EEC IV module
until the engine is fully warmed-up and
running under part-load; the solenoid valve is
then switched on and off, to allow the stored
vapour to pass into the inlet tract.
Pulse-air system
This system consists of the pulse-air
solenoid valve, the pulse-air valve itself, the
delivery tubing, a pulse-air filter, and on some
models, a check valve. The system injects
filtered air directly into the exhaust ports,
using the pressure variations in the exhaust
gases to draw air through from the filter housing; air will flow into the exhaust only
when its pressure is below atmospheric. The
pulse-air valve can allow gases to flow only
one way, so there is no risk of hot exhaust
gases flowing back into the filter.
The system’s primary function is raise
exhaust gas temperatures on start-up, thus
reducing the amount of time taken for the
catalytic converter to reach operating
temperature. Until this happens, the system
reduces emissions of unburned hydrocarbon
particles (HC) and carbon monoxide (CO) by
ensuring that a considerable proportion of
these substances remaining in the exhaust
gases after combustion are burned up, either
in the manifold itself or in the catalytic
converter.
To ensure that the system does not upset
the smooth running of the engine under
normal driving conditions, it is linked by the
pulse-air solenoid valve to the EEC IV module,
so that it only functions during engine warm-
up, when the oxygen sensor is not influencing
the fuel/air mixture ratio.
Catalytic converter
Catalytic converters have been introduced
progressively on all models in the range, to
meet the various emissions regulations.
The catalytic converter is located in the
exhaust system, and operates in conjunction
with an exhaust gas oxygen sensor to reduce
exhaust gas emissions. The catalytic
converter uses precious metals (platinum and
palladium or rhodium) as catalysts to speed
up the reaction between the pollutants and
the oxygen in the vehicle’s exhaust gases, CO
and HC being oxidised to form H
2O and CO2and (in the three-way type of catalytic
converter) NO
xbeing reduced to N2. Note :
The catalytic converter is not a filter in the
physical sense; its function is to promote a
chemical reaction, but it is not itself affected
by that reaction. The converter consists of an element (or
“substrate”) of ceramic honeycomb, coated
with a combination of precious metals in such
a way as to produce a vast surface area over
which the exhaust gases must flow; the whole
being mounted in a stainless-steel box. A
simple “oxidation” (or “two-way”) catalytic
converter can deal with CO and HC only,
while a “reduction” (or “three-way”) catalytic
converter can deal with CO, HC and NO
x.
Three-way catalytic converters are further
sub-divided into “open-loop” (or
“unregulated”) converters, which can remove
50 to 70% of pollutants and “closed-loop”
(also known as “controlled” or “regulated”)
converters, which can remove over 90% of
pollutants.
In order for a closed-loop catalytic
converter to operate effectively, the air/fuel
mixture must be very accurately controlled,
and this is achieved by measuring the oxygen
content of the exhaust gas. The oxygen
sensor transmits information on the exhaust
gas oxygen content to the EEC IV engine management module, which adjusts the
air/fuel mixture strength accordingly.
The sensor has a built-in heating element
which is controlled by the EEC IV module, in
order to bring the sensor’s tip to an efficient
operating temperature as rapidly as possible.
The sensor’s tip is sensitive to oxygen, and
sends the module a varying voltage
depending on the amount of oxygen in the
exhaust gases; if the inlet air/fuel mixture is
too rich, the sensor sends a high-voltage
signal. The voltage falls as the mixture
weakens. Peak conversion efficiency of all
major pollutants occurs if the inlet air/fuel
mixture is maintained at the chemically-
correct ratio for the complete combustion of
petrol - 14.7 parts (by weight) of air to 1 part
of fuel (the “stoichiometric” ratio). The sensor
output voltage alters in a large step at this
point, the module using the signal change as
a reference point, and correcting the inlet
air/fuel mixture accordingly by altering the fuel
injector pulse width (injector opening time). Removal and refitting procedures for
the oxygen sensor are given in Parts B, C
and D of this Chapter according to fuel
system type.
2 Exhaust system - renewal
2
Warning: Inspection and repair
of exhaust system components
should be done only after
enough time has elapsed after
driving the vehicle to allow the system
components to cool completely. This
applies particularly to the catalytic
converter, which runs at very high
temperatures. Also, when working under
the vehicle, make sure it is securely
supported on axle stands.
If the exhaust system components are
extremely corroded or rusted together, they
will probably have to be cut from the exhaust
system. The most convenient way of
accomplishing this is to have a quick-fit
exhaust repair specialist remove the corroded
sections. Alternatively, you can simply cut off
the old components with a hacksaw. If you do
decide to tackle the job at home, be sure to
wear eye protection, to protect your eyes from
metal chips, and work gloves, to protect your
hands. If the production-fit system is still
fitted, it must be cut for the service-
replacement system sections to fit. The best
way of determining the correct cutting point is
to obtain the new centre or rear section first
then, with the old system removed, lay the
two side by side on the ground. It should now
be relatively easy to determine where the old
system needs to be cut, and it can be marked
accordingly. Remember to allow for the
overlap where the two sections will plug
together.
4E•2 Exhaust and emission control systems
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27 Anti-theft systems-
general information
Anti-theft alarm system
1 This system provides an added form of
vehicle security. When the system is
activated, the alarm will sound if the vehicle is
broken into through any one of the doors, the
bonnet, or tailgate. The alarm will also be
triggered if the ignition system is turned on or
the radio/cassette disconnected whilst the
system is activated.
2 This system is activated/de-activated
whenever one of the front doors is
locked/unlocked by the key. The system
operates on all doors, the bonnet and tailgate
whenever each door is individually locked (or,
in the case of central locking, when the central
locking is engaged). In addition, the
ignition/starting system is also immobilised
when the system is activated.
3 A further security feature included is that
even though the battery may be disconnected
whilst the system is activated, the alarm
activation continues as soon as the battery is
reconnected. Because of this feature, it is
important to ensure that the system is de-
activated before disconnecting the battery at
any time, such as when working on the
vehicle.
4 The system incorporates a diagnostic mode
to enable Ford technicians to quickly identify
any faults in the system. In the event of a
system malfunction, any testing or
component removal and refitting should be
entrusted to a Ford dealer.
Passive Anti-Theft System
(PATS)
5 From 1994 model year onwards, a Passive
Anti-Theft System (PATS) is fitted. This
system, (which works independently of the
standard alarm system) is a vehicle
immobiliser which prevents the engine from
being started unless a specific code,
programmed into the ignition key, is
recognised by the PATS transceiver.
6 The PATS transceiver, fitted around the
ignition switch, decodes a signal from the
ignition key as the key is turned from position
“O” to position “II”. If the coded signal
matches that stored in the memory of the
PATS module, the engine will start. If the
signal is not recognised, the engine will crank
on the starter but will not fire.
28 Air bag (driver’s side) -
removal and refitting
4
Warning: Handle the air bag
with extreme care as a
precaution against personal
injury, and always hold it with the cover facing away from your body. If in
doubt concerning any proposed work
involving the air bag or its control circuitry,
consult a Ford dealer or other qualified
specialist.
Removal
1
Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1). Warning: Before proceeding,
wait a minimum of 15 minutes,
as a precaution against
accidental firing of the air bag.
This period ensures that any stored energy
in the back-up capacitor is dissipated.
2 Undo the screws, and remove the steering
column lower shroud.
3 Undo the two external screws and the two
internal screws and remove the steering
column upper shroud.
4 Turn the steering wheel as necessary so
that one of the air bag module retaining bolts
becomes accessible from the rear of the
steering wheel. Undo the bolt, then turn the
steering wheel again until the second bolt is
accessible. Undo this bolt also.
5 Withdraw the air bag module from the
steering wheel far enough to access the
wiring multi-plug. Some force may be needed
to free the module from the additional steering
wheel spoke retainers.
6 Disconnect the multi-plug from the rear of
the module, and remove the module from the
vehicle. Warning: Position the air bag
module in a safe place, with the
mechanism facing downwards
as a precaution against
accidental operation.
Warning: Do not attempt to
open or repair the air bag unit,
or apply any electrical current to
it. Do not use any air bag which
is visibly damaged or which has been
tampered with.
Refitting
7 Refitting is a reversal of the removal
procedure.
29 Air bag (passenger’s side) -
removal and refitting
4
Warning: Handle the air bag
with extreme care as a
precaution against personal
injury, and always hold it with
the cover facing away from your body. If in
doubt concerning any proposed work
involving the air bag or its control circuitry,
consult a Ford dealer or other qualified
specialist.
Removal
1 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1). Warning: Before proceeding,
wait a minimum of 15 minutes,
as a precaution against
accidental firing of the air bag.
This period ensures that any stored energy
in the back-up capacitor is dissipated.
2 Remove the facia as described in Chap-
ter 11.
3 Undo the air bag module retaining nuts and
remove the unit from the facia. Warning: Position the air bag
module in a safe place, with the
mechanism facing downwards
as a precaution against
accidental operation.
Warning: Do not attempt to
open or repair the air bag unit,
or apply any electrical current to
it. Do not use any air bag which
is visibly damaged or which has been
tampered with.
Refitting
4 Refitting is a reversal of the removal
procedure.
30 Air bag control module -
removal and refitting
4
Removal
1 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1). Warning: Before proceeding,
wait a minimum of 15 minutes,
as a precaution against
accidental firing of the air bag
unit. This period ensures that any stored
energy in the back-up capacitor is
dissipated.
2 Remove the module access cover from the
rear of the glovebox.
3 Press the module wiring multi-plug locking
tag upwards then pivot the retaining strap
over and disconnect the multi-plug.
4 Remove the facia as described in Chap-
ter 11.
5 Undo the three retaining bolts and remove
the module from its location.
Refitting
6 Refitting is a reversal of the removal
procedure.
31 Air bag clock spring -
removal and refitting
4
Removal
1 Remove the steering wheel as described in
Chapter 10.
2 Undo the three retaining screws, and
remove the clock spring from the steering
wheel. As the unit is withdrawn, note which
aperture in the steering wheel the air bag
Body electrical systems 12•17
12
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1595 Ford Fiesta Remake
REF•22Glossary of technical terms
A
ABS (Anti-lock brake system)A system,
usually electronically controlled, that senses
incipient wheel lockup during braking and
r elieves hydraulic pressure at wheels that are
about to skid.
Air bag An inflatable bag hidden in the
steering wheel (driver’s side) or the dash or
glovebox (passenger side). In a head-on
collision, the bags inflate, preventing the
driver and front passenger from being thrown
forwar d into the steering wheel or windscreen.
Air cleaner A metal or plastic housing,
containing a filter element, which removes
dust and dirt from the air being drawn into the
engine.
Air filter element The actual filter in an air
cleaner system, usually manufactured fr om
pleated paper and requiring renewal at regular
intervals.
Allen key A hexagonal wrench which fits into
a recessed hexagonal hole.
Alligator clip A long-nosed spring-loaded
metal clip with meshing teeth. Used to make
temporary electrical connections.
Alternator A component in the electrical
system which converts mechanical energy
fr om a drivebelt into electrical energy to
char ge the battery and to operate the starting
system, ignition system and electrical
accessories.
Amper e (amp) A unit of measurement for the
flow of electric current. One amp is the
amount of current produced by one volt
acting through a resistance of one ohm.
Anaer obic sealer A substance used to
pr event bolts and screws from loosening.
Anaer obic means that it does not require
oxygen for activation. The Loctite brand is
widely used.
Antifreeze A substance (usually ethylene
glycol) mixed with water, and added to a
vehicle’ s cooling system, to prevent freezing
of the coolant in winter. Antifreeze also
contains chemicals to inhibit corrosion and
the formation of rust and other deposits that would tend to clog the radiator and coolant
passages and reduce cooling efficiency.
Anti-seize compound A coating that
r educes the risk of seizing on fasteners that
ar e subjected to high temperatures, such as
exhaust manifold bolts and nuts.
Asbestos A natural fibrous mineral with great
heat resistance, commonly used in the
composition of brake friction materials.
Asbestos is a health hazard and the dust
cr eated by brake systems should never be
inhaled or ingested.
Axle A shaft on which a wheel revolves, or
which revolves with a wheel. Also, a solid
beam that connects the two wheels at one
end of the vehicle. An axle which also
transmits power to the wheels is known as a
live axle.
Axleshaft A single rotating shaft, on either
side of the differential, which delivers power
fr om the final drive assembly to the drive
wheels. Also called a driveshaft or a halfshaft.
BBall bearing An anti-friction bearing
consisting of a hardened inner and outer race
with hardened steel balls between two races. Bearing
The curved surface on a shaft or in a
bor e, or the part assembled into either, that
permits relative motion between them with
minimum wear and friction.
Big-end bearing The bearing in the end of
the connecting rod that’s attached to the crankshaft.
Bleed nipple A valve on a brake wheel
cylinder , caliper or other hydraulic component
that is opened to purge the hydraulic system
of air. Also called a bleed screw.
Brake bleeding Procedure for removing air
fr om lines of a hydraulic brake system.
Brake disc The component of a disc brake
that rotates with the wheels.
Brake drum The component of a drum brake
that rotates with the wheels.
Brake linings The friction material which
contacts the brake disc or drum to retard the
vehicle’ s speed. The linings are bonded or
riveted to the brake pads or shoes.
Brake pads The replaceable friction pads
that pinch the brake disc when the brakes are
applied. Brake pads consist of a friction
material bonded or riveted to a rigid backing
plate.
Brake shoe The crescent-shaped carrier to
which the brake linings are mounted and
which forces the lining against the rotating drum during braking.
Braking systems For more information on
braking systems, consult the Haynes
Automotive Brake Manual .
Br eaker bar A long socket wrench handle
pr oviding greater leverage.
Bulkhead The insulated partition between
the engine and the passenger compartment.
CCaliper The non-rotating part of a disc-brake
assembly that straddles the disc and carries
the brake pads. The caliper also contains the
hydraulic components that cause the pads to
pinch the disc when the brakes are applied. A
caliper is also a measuring tool that can be set
to measure inside or outside dimensions of an
object.
Brake bleeding
Bearing
Axle assembly
Anti-seize compound
Alter nator (exploded view)
Air filter
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