1992 FORD SIERRA timing belt

System type
1.3 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch inductive discharge system
1.6 litre models (except Economy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch inductive discharge system
1.6 litre Economy models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESC system with Lucas “Hall effect” distributor
1.6 litre CVH (R6A type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Distributorless controlled by EEC IV system
1.8 litre SOHC models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESC II system with Bosch “Hall effect” distributor
1.8 litre CVH models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESC Hybrid system
1.8 litre CVH (R6A type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Distributorless controlled by EEC IV system
2.0 litre SOHC carburettor models up to 1985 . . . . . . . . . . . . . . . . . . . . Bosch inductive discharge system
2.0 litre SOHC carburettor models from 1985 (except P100) . . . . . . . . . ESC II system with Bosch “Hall effect” distributor
2.0 litre DOHC carburettor models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESC II system
P100 models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch inductive discharge system
2.0 litre SOHC fuel injection models up to 1987 . . . . . . . . . . . . . . . . . . EEC IV system with Motorcraft “Hall effect” distributor
2.0 litre SOHC fuel injection models from 1987 . . . . . . . . . . . . . . . . . . . EEC IV system with Bosch “Hall effect” distributor
2.0 litre DOHC fuel injection models . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC IV system
Coil
All models except CVH (R6A type) and 2.0 litre DOHC
Output (minimum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.0 kilovolts
Primary winding resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.72 to 0.88 ohm
Secondary winding resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4500 to 7000 ohms
1.6 and 1.8 litre CVH (R6A type)
Output (minimum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.0 kilovolts
Primary winding resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.50 ± 0.05 ohms
2.0 litre DOHC carburettor model
Output (minimum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.0 kilovolts
Primary winding resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.72 to 0.88 ohms
Secondary winding resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4500 to 8600 ohms
2.0 litre DOHC fuel injection model
Output (minimum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.0 kilovolts
Primary winding resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.72 to 0.88 ohms
Secondary resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4500 to 8600 ohms
Distributor
Direction of rotor arm rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- 3 - 4 - 2 (No 1 cylinder nearest timing cover)
Dwell angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatically controlled by electronic module (not adjustable)
Chapter 5
Engine electrical systems
Alternator - testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Alternator - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Alternator brushes - removal, inspection and refitting . . . . . . . . . . . . .7
Alternator drivebelt(s) - checking, renewal and tensioning . . . . . . . . . .5
Battery - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Battery - testing and charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Coil - testing, removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . .12
Distributor (OHC models) - removal and refitting . . . . . . . . . . . . . . . .15
Distributor cap and rotor arm (OHC models) - removal and refitting .13
Distributor components (CVH models) - removal and refitting . . . . . .14
EEC IV system components - removal and refitting . . . . . . . . . . . . . .21Electronic modules - removal and refitting . . . . . . . . . . . . . . . . . . . . .18
ESC Hybrid system components - removal and refitting . . . . . . . . . .20
ESC II system components - removal and refitting . . . . . . . . . . . . . .19
General information and precautions . . . . . . . . . . . . . . . . . . . . . . . . . .1
Ignition timing - adjustment for use with unleaded petrol . . . . . . . . .17
Ignition timing (OHC models) - adjustment . . . . . . . . . . . . . . . . . . . .16
Starter motor - brush renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Starter motor - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . .8
Starter motor - testing in the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . .9
Spark control system components - removal and refitting . . . . . . . .22
Spark plugs and HT leads - removal, inspection and refitting . . . . . .11
5•1
Specifications Contents
5
Easy,suitable for
novice with little
experienceFairly easy,suitable
for beginner with
some experienceFairly difficult,
suitable for competent
DIY mechanic
Difficult,suitable for
experienced DIY
mechanicVery difficult,
suitable for expert
DIY or professional
Degrees of difficulty

sprocket bolt. Note that there is no need to
remove the timing belt or the sprockets.
Note: During production the engine ignition
timing is accurately set using a microwave
process, and sealant is applied to the
distributor clamp bolt. Removal of the
distributor should be avoided except where
excessive bearing wear has occurred due to
high mileage or during major engine overhaul.
A timing light will be required to check the
ignition timing after refitting the distributor.
All models except early
“Economy”
Removal
1Disconnect the battery negative lead.
2If necessary, identify each HT lead for
position, so that the leads can be refitted to
their correct cylinders, then disconnect the
leads from the spark plugs by pulling on the
connectors, not the leads.
3Where applicable, unclip the screening can
from the top of the distributor and disconnect
the earth strap. On fuel injection models,
disconnect the crankcase ventilation hose
from the air inlet hose, then disconnect the air
inlet hose from the inlet manifold and the
airflow meter for improved access.4Prise away the spring clips with a
screwdriver, or remove the two securing
screws, as applicable, and lift off the
distributor cap.
5Disconnect the HT lead from the coil by
pulling on the connector, not the lead, then
slide the HT lead holder from the clip on the
camshaft cover, and withdraw the distributor
cap.
6Where applicable, disconnect the vacuum
pipe from the vacuum advance unit on the
side of the distributor (see illustration).
7Using a suitable socket or spanner on the
crankshaft pulley bolt, turn the crankshaft to
bring No 1 cylinder to the firing point. If the
distributor cap is secured by clips, make sure
that the clips stay clear of the distributormoving parts. No 1 cylinder is at the firing
point when:
a)The relevant timing marks are in
alignment.
b)The tip of the rotor arm is pointing to the
position occupied by the No 1 cylinder HT
lead terminal in the distributor cap. Note
that the position of No 1 HT lead terminal
is identified by a pip or a number “1”
c)On Lucas distributors, the cut-out in the
trigger vane is aligned with the sensor
(see illustration)
d)On Bosch distributors, the tip of the rotor
arm is aligned with the scribed line on the
distributor body (where applicable,
remove rotor arm and dust cover, then
refit rotor arm to check alignment with
scribed line) (see illustration)
e)On Motorcraft distributors, the tip of the
rotor arm is aligned with a notch in the
distributor body. Mark the relevant notch
(there may be several) for reference when
refitting. Also, the leading edge of one of
the trigger vane segments is aligned with
the rib on the sensor (remove the two
securing screws and lift off the rotor arm
to view the trigger vane and sensor) (see
illustration).
8Disconnect the distributor wiring plug,
where applicable depressing the locking
tab(s). Pull on the plug, not the wiring (see
illustration).
9Make alignment marks between the
distributor body and the cylinder block.
10Scrape the sealant from the distributor
clamp bolt, then unscrew and remove the bolt
and clamp (see illustration).
11Withdraw the distributor from the cylinder
block. As the distributor is removed, the rotor
arm will turn clockwise due to the skew gear
drive. Note the new position of the rotor arm
relative to the distributor body, if necessary
making an alignment mark (some distributors
already have an alignment mark).
12Check the distributor spindle for
excessive side-to-side movement. If evident,
the distributor must be renewed, as the only
spares available are the cap, rotor arm,
module (where applicable), and driveshaft
O-ring (see illustration).
15Distributor (OHC models) -
removal and refitting
5•16Engine electrical systems
14.9 Removing the rotor housing
15.7a Lucas distributor showing trigger
vane position No 1 cylinder at firing point
A Trigger vane cut
-outB Sensor
15.8 Disconnecting distributor wiring plug
- Bosch distributor15.7c Trigger vane segment leading edge
aligned with sensor rib - Motorcraft
distributor15.7b Rotor arm tip aligned with scribed
line on distributor body - Bosch distributor
15.6 Disconnecting vacuum pipe from
vacuum advance unit - Bosch distributor