1993 FORD MONDEO check engine

which pulley, disconnect the first cable end
nipple from the throttle actuator’s upper
pulley, then slide the cable outer upwards out
of the actuator housing. Disconnect the
second cable in the same way from the
actuator’s lower pulley.
6Working in the passenger compartment,
reach up to the top of the accelerator pedal.
Pull the end fitting and collar out of the pedal,
then release the cable inner wire through the
slot in the pedal. Tie a length of string to the
end of the cable.
7Returning to the engine compartment, pull
the cable through the bulkhead until the string
can be untied and the pedal-to-actuator cable
removed.
Refitting
8Refitting is the reverse of the removal
procedure. Use the string to draw the pedal-
to-actuator cable through the bulkhead.
Ensure that each cable end is connected to
the correct actuator pulley.
9Adjust both cables as described below.
Adjustment
Note:Both sections of the cable must be
adjusted together, even if only one has been
disturbed.
10Remove the plenum chamber (see
Section 4).
11Remove the metal clip from the adjuster
of each cable section (see illustration), and
lubricate the adjusters’ grommets with soapy
water.
12Remove any slack by pulling both cable
outers as far as possible out of their
respective adjusters.
13Unplug the TCS throttle actuator’s
electrical connector, and prise off its cover.
Lock both pulleys together by pushing a
locking pin (a pin punch or a similar tool of
suitable size) into their alignment holes.
Disconnect the actuator-to-throttle housing
cable’s end nipple from the throttle linkage.
14Have an assistant depress the accelerator
pedal fully. The pedal-to-actuator cable outer
will move back into the adjuster; hold it there,
and refit the clip.
15Connect the actuator-to-throttle housing
cable end nipple to the throttle linkage, andcheck that the cable outer’s grommet is
correctly secured in the housing bracket.
16Again have the assistant depress the
accelerator pedal fully. The actuator-to-
throttle housing cable outer will move back
into the adjuster; hold it there, and refit the
clip.
17Remove the locking pin from the pulleys.
Check that the throttle valve moves smoothly
and easily from the fully-closed to the fully-
open position and back again, as the
assistant depresses and releases the
accelerator pedal. Re-adjust the cable(s) if
required.
18When the setting is correct, refit the TCS
throttle actuator’s cover and electrical
connector, then refit the plenum chamber (see
Section 4).
1Disconnect the cable inner wire from the
pedal - see Section 5 or 6, as appropriate.
2Undo the retaining nuts and bolt, then
withdraw the pedal assembly (see
illustration).
3Refitting is the reverse of the removal
procedure. Adjust the cable(s) as described in
the relevant Section of this Chapter.
Warning: Petrol is extremely
flammable, so take extra
precautions when you work on
any part of the fuel system. Don’t
smoke, or allow open flames or bare light
bulbs, near the work area. Don’t work in a
garage where a natural gas-type appliance
(such as a water heater or clothes dryer)
with a pilot light is present. If you spill any
fuel on your skin, rinse it off immediately
with soap and water. When you perform
any kind of work on the fuel system, wear
safety glasses, and have a Class B type
fire extinguisher on hand.
Fuel pump operation check
1Switch on the ignition and listen for the fuel
pump (the sound of an electric motor running,
audible from beneath the rear seats). Assuming
there is sufficient fuel in the tank, the pump
should start and run for approximately one or
two seconds, then stop, each time the ignition
is switched on. Note:If the pump runs
continuously all the time the ignition is switched
on, the electronic control system is running in
the backup (or “limp-home”) mode referred to
by Ford as “Limited Operation Strategy” (LOS).
This almost certainly indicates a fault in the
ECU itself, and the vehicle should therefore be
taken to a Ford dealer for a full test of the
complete system, using the correct diagnostic
equipment; do not waste time trying to test the
system without such facilities.
2Listen for fuel return noises from the fuel
pressure regulator. It should be possible to
feel the fuel pulsing in the regulator and in the
feed hose from the fuel filter.
3If the pump does not run at all, check the
fuse, relay and wiring (see Chapter 6).
Fuel pressure check
3A fuel pressure gauge, equipped with an
adaptor to suit the Schrader-type valve on the
fuel rail pressure test/release fitting
(identifiable by its blue plastic cap, and
located on the union of the fuel feed line and
the fuel rail) is required for the following
procedure. If the Ford special tool 29-033 is
available (see Section 2), the tool can be
attached to the valve, and a conventional-type
pressure gauge attached to the tool.
4If using the service tool, ensure that its tap
is turned fully anti-clockwise, then attach it to
the valve. Connect the pressure gauge to the
service tool. If using a fuel pressure gauge
with its own adaptor, connect it in accordance
with its maker’s instructions (see illustration).
5Start the engine and allow it to idle. Note
the gauge reading as soon as the pressure
stabilises, and compare it with the pressure
listed in this Chapter’s Specifications.
(a) If the pressure is high, check for a
restricted fuel return line. If the line is
clear, renew the pressure regulator.
8 Fuel pump/fuel pressure -
check
7 Accelerator pedal -
removal and refitting
Fuel and exhaust systems 4•5
4
6.11 Location of TCS throttle actuator-to-
throttle housing cable adjuster (arrowed)7.2 Removing the accelerator pedal
assembly8.4 A fuel pressure gauge, equipped with
an adaptor to suit the Schrader-type valve
on the fuel rail pressure test/release fitting,
is needed to check fuel pressure
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(b) If the pressure is low, pinch the fuel return
line. If the pressure now goes up, renew
the fuel pressure regulator. If the pressure
does not increase, check the fuel feed
line, the fuel pump and the fuel filter.
6Detach the vacuum hose from the fuel
pressure regulator; the pressure shown on the
gauge should increase. Note the increase in
pressure, and compare it with that listed in
this Chapter’s Specifications. If the pressure
increase is not as specified, check the
vacuum hose and pressure regulator.
7Reconnect the regulator vacuum hose, and
switch off the engine. Verify that the fuel
pressure stays at the specified level for five
minutes after the engine is turned off.
8Carefully disconnect the fuel pressure
gauge. Be sure to cover the fitting with a rag
before slackening it. Mop up any spilt petrol.
9Run the engine, and check that there are no
fuel leaks.
Warning: Petrol is extremely
flammable, so take extra
precautions when you work on
any part of the fuel system. Don’t smoke,
or allow open flames or bare light bulbs,
near the work area. Don’t work in a garage
where a natural gas-type appliance (such
as a water heater or clothes dryer) with a
pilot light is present. If you spill any fuel on
your skin, rinse it off immediately with
soap and water. When you perform any
kind of work on the fuel system, wear
safety glasses, and have a Class B type
fire extinguisher on hand.
Note: Ford specify the use of their service tool
23-038 (a large box spanner with projecting teeth
to engage the fuel pump/sender unit retaining
ring’s slots) for this task. While alternatives are
possible, as shown below, in view of the difficulty
experienced in removing and refitting the
pump/sender unit, owners are strongly advised
to obtain this tool before starting work. The help
of an assistant will be required.
1Relieve the residual pressure in the fuel
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.
2Disconnect the battery negative (earth) lead
- see Chapter 5, Section 1.
3Unbolt or fold forwards (as appropriate) the
rear seat base cushion (see Chapter 11).
Withdraw from the vehicle’s floor the grommet
covering the fuel pump/sender unit. Wash off
any dirt from the tank’s top surface, and dry it;
use a vacuum cleaner to clean the immediate
surroundings of the vehicle’s interior, to
reduce the risk of introducing water, dirt and
dust into the tank while it is open.
4Unplug the fuel pump/sender unit’s
electrical connector (see illustration).
5To disconnect the fuel feed and return
pipes from the unit, release each pipe’s
coupling, by squeezing together the
protruding locking lugs on each union and
carefully pulling the coupling apart. Use rag to
soak up any spilt fuel. Where the couplings
are difficult to separate, use a pair of pliers
and a block of wood as shown, to lever the
pipe out of the union. Considerable force maybe required, but be as careful as possible to
avoid damaging any of the components (see
illustration).
6Release the fuel pump/sender unit’s
retaining ring by turning it anti-clockwise. As
noted above, Ford recommend the use of
service tool 23-038. For those without access
to such equipment, a hammer and drift, or a
pair of slip-jointed pliers, will serve as an
adequate substitute - at least for removal (see
illustration).
7Withdraw the fuel pump/fuel gauge sender
unit, taking care not to bend the float arm. The
float arm is mounted on a spring-loaded
extension, to hold it closely against the
bottom of the tank. Note the sealing ring; this
must be renewed whenever it is disturbed
(see illustrations).
8On refitting, use a new sealing ring, and
ensure that the gauze filter over the base of
the pump pick-up is clean.
9Align the pump/sender unit with the tank
opening, and refit it, ensuring that the float
arm is not bent. Insert the unit so that the float
arm slides correctly up the extension, until the
unit’s top mounting plate can be aligned with
the tank opening and pressed onto the sealing
ring. This may require a considerable amount
of pressure; if so, be careful to avoid
damaging any of the components. The Ford
service tool provides the best way of holding
9 Fuel pump/fuel gauge sender
unit- removal and refitting
4•6 Fuel and exhaust systems
9.4 Unplugging the fuel pump/fuel gauge
sender unit electrical connector (arrowed)9.5 If fuel couplings are difficult to release,
use pliers and a block of wood as shown
to prise pipe end out of union - be careful
not to damage pipes or unions9.6 Fuel pump/fuel gauge sender unit’s
retaining ring can be released using
ordinary tools as shown. Correct service
tool will probably be required on refitting
9.7A Removing fuel pump/fuel gauge
sender unit - take care not to bend float
arm, and note how it is fitted on spring-
loaded extension9.7B Fuel pump/fuel gauge sender unit’s
sealing ring must be renewed whenever it
is disturbed
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(b) On Estate models, slacken the clamp
immediately above the rear anti-roll bar,
and work the hose off the filler neck stub
(see illustration).
8Unscrew the six retaining nuts, and
withdraw the exhaust system’s rear heat
shield from the underbody (see illustration).
9Support the tank with a trolley jack or
similar. Place a sturdy plank between the
support and the tank, to protect the tank.
10Unscrew the bolt at the front of each
retaining strap, and pivot them down until
they are hanging out of the way. Note the
earth lead under the left-hand strap’s bolt -
clean the mating surfaces before the tank is
refitted, so that clean, metal-to-metal contact
is ensured.
11Lower the tank enough to unclip the fuel
return pipe (coded red) from its top surface,
then disconnect the charcoal canister’s
vapour hose from the union at the top rear of
the tank (see illustration). If you have any
doubts, clearly label the fuel lines and hoses,
and their respective unions. Plug the hoses, to
prevent leakage and contamination of the fuel
system.
12Remove the tank from the vehicle,
releasing it from the filler neck stub. While the
tank is removed, unhook the retaining straps
(twist them through 90° to do so), and check
that they and their locations in the underbody
are in good condition.
13With the fuel tank removed, the filler neck
can be withdrawn. It is secured by a single
screw in the filler opening, and by two bolts to
the underbody.
14Refitting is the reverse of the removal
procedure.
Warning: Petrol is extremely
flammable, so take extra
precautions when you work on
any part of the fuel system. Don’t
smoke, or allow open flames or bare light
bulbs, near the work area. Don’t work in a
garage where a natural gas-type appliance(such as a water heater or clothes dryer)
with a pilot light is present. If you spill any
fuel on your skin, rinse it off immediately
with soap and water. When you perform
any kind of work on the fuel system, wear
safety glasses, and have a Class B type
fire extinguisher on hand.
1Any repairs to the fuel tank or filler neck
should be carried out by a professional who
has experience in this critical and potentially-
dangerous work. Even after cleaning and
flushing of the fuel system, explosive fumes
can remain and ignite during repair of the
tank.
2If the fuel tank is removed from the vehicle,
it should not be placed in an area where
sparks or open flames could ignite the fumes
coming out of the tank. Be especially careful
inside garages where a natural gas-type
appliance is located, because the pilot light
could cause an explosion.
Warning: The fuel system
pressure must be released before
any part of the system is
disturbed - see Section 2. Petrol
is extremely flammable, so take extra
precautions when you work on any part of
the fuel system. Don’t smoke, or allow
open flames or bare light bulbs, near the
work area. Don’t work in a garage where a
natural gas-type appliance (such as a
water heater or clothes dryer) with a pilot
light is present. If you spill any fuel on your
skin, rinse it off immediately with soap and
water. When you perform any kind of work
on the fuel system, wear safety glasses,
and have a Class B type fire extinguisher
on hand.
Note: Refer to illustrations 10.4 and 10.11 for
details.
1Remove the fuel tank (see Section 10).
2Prise the two valves out of the tank, and
remove the anti-trickle fill valve from its
mounting. Take care not to damage the valves
or the tank. Prise out the rubber seals fromthe tank openings, and renew then if they are
worn, distorted, or if either has been leaking.
3If either valve is thought to be faulty, seek
the advice of a Ford dealer as to whether they
can be renewed individually. If not, the
complete valve and pipe assembly must be
renewed.
4Refitting is the reverse of the removal
procedure. Ensure that both roll-over valves
are pressed securely into their seals, so that
there can be no fuel leaks.
1Disconnect the battery negative (earth) lead
- see Chapter 5, Section 1.
2Remove the trim panel from the left-hand
footwell.
3Peel back the sound-insulating material
from the switch, and undo its two retaining
screws (see illustration).
4Unplug the switch electrical connector, and
withdraw the switch.
5Refitting is the reverse of the removal
procedure. Ensure that the switch is reset by
depressing its red button.
These models are equipped with a
Sequential Electronically-controlled Fuel
Injection (SEFI) system. The system is
composed of three basic sub-systems: fuel
system, air induction system and electronic
control system. Note:Refer to illustrations
2.1A and 2.1B of Chapter 6 for further
information on the components of the system.
Fuel system
An electric fuel pump located inside the fuel
tank supplies fuel under pressure to the fuel
rail, which distributes fuel evenly to all
injectors. A filter between the fuel pump and
the fuel rail protects the components of the
system. A pressure regulator controls the
system pressure in relation to inlet tract
depression. From the fuel rail, fuel is injected
14 Fuel injection system/engine
management system - general
information
13 Fuel cut-off switch -
removal and refitting
12 Roll-over valves -
removal and refitting
11 Fuel tank cleaning and repair -
general information
4•8 Fuel and exhaust systems
10.8 Exhaust system must be lowered and
heat shield removed to enable fuel tank
removal - arrows show location of
retaining strap front bolts10.11 Lower fuel tank - do not distort filler
neck stub (A) - and unclip (red-coded) fuel
return pipe (B), then disconnect charcoal
canister’s vapour hose (C)13.3 Fuel cut-off switch retaining screws
(arrowed)
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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 an Electronic
Control Unit (ECU). The ECU uses the signals
derived from the engine speed/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.
Air induction system
The air system consists of an air filter
housing, an air mass meter, an intake
resonator and plenum chamber, and a throttle
housing. The air mass meter is an information-
gathering device for the ECU; it uses a “hot-
wire” system to send the ECU a constantly-
varying (analogue) voltage signal
corresponding to the volume of air passing
into the engine. Another sensor in the air mass
meter measures intake air temperature. The
ECU uses these signals to calculate the mass
of air entering the engine.
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. The throttle potentiometer
opens further, the air mass meter’s signal
alters, and the ECU opens each injector for a
longer duration, to increase the amount of fuel
delivered to the inlet ports.
Electronic control system
The ECU controls the fuel injection system,
as well as the other sub-systems which make
up the entire engine management system. It
receives signals from a number of information
sensors, which monitor such variables as
intake air mass and temperature, coolant
temperature, engine speed and position,
acceleration/deceleration, and exhaust gas
oxygen content. These signals help the ECU
determine the injection duration necessary for
the optimum air/fuel ratio. These sensors and
associated ECU-controlled relays are located
throughout the engine compartment. For
further information regarding the ECU and its
control of the engine management system,
see Chapter 6.
Idle speed and mixture
adjustment - general
Both the idle speed and mixture are under
the control of the ECU, and cannot be
adjusted. Not only can they not be adjusted,
they cannot even be checked, except with the
use of special diagnostic equipment (see
Chapter 6) - this makes it a task for a Ford
dealer service department. Do notattempt to
“adjust” these settings in any way without
such equipment.
If the idle speed and mixture are thought tobe incorrect, take the vehicle to a Ford dealer
for the complete system to be tested.
On models equipped with a heated
windscreen, an idle-increase solenoid valve is
fitted, which raises the idle speed to
compensate for the increased load on the
engine when the heated windscreen is
switched on. When the valve is open, air from
the plenum chamber bypasses the throttle
housing and idle speed control valve, passing
directly into the inlet manifold through the
union on its left-hand end. The system is
active only for the four minutes that the
heated windscreen circuit is live, and is
supplementary to the main (ECU-controlled)
idle speed regulation.
Warning: Petrol is extremely
flammable, so extra precautions
must be taken when working on
any part of the fuel system. Do
not smoke, or allow open flames or bare
light bulbs, near the work area. Don’t work
in a garage if a natural gas-type appliance
with a pilot light is present. While
performing any work on the fuel system,
wear safety glasses, and have a dry
chemical (Class B) fire extinguisher on
hand. If you spill any fuel on your skin,
rinse it off immediately with soap and
water.
Note: This is an initial check of the fuel delivery
and air induction sub-systems of the engine
management system, to be carried out in
conjunction with the operational check of the
fuel pump (see Section 8), and as part of the
preliminary checks of the complete engine
management system (see Section 3 of
Chapter 6).
1Check the earth wire connections for
tightness. Check all wiring and electrical
connectors that are related to the system.
Loose electrical connectors and poor earths
can cause many problems that resemble
more serious malfunctions.
2Check to see that the battery is fully-
charged. The ECU and sensors depend on an
accurate supply voltage to properly meter the
fuel.
3Check the air filter element - a dirty or
partially-blocked filter will severely impede
performance and economy (see Chapter 1).
4If a blown fuse is found, renew it and see if
it blows again. If it does, search for a short-
circuited wire in the harness related to the
system (see Chapter 6).
5Check the air intake duct from the intake to
the inlet manifold for leaks, which will result in
an excessively-lean mixture. Also check the
condition of the vacuum hoses connected to
the inlet manifold.
6Remove the plenum chamber from the
throttle housing. Check the throttle valve for
dirt, carbon or other residue build-up. If it’sdirty, seek the advice of a Ford dealer - since
the electronic control system is designed to
compensate for factors such as the build-up
of dirt in the throttle housing, it may well be
best to leave it dirty, unless the deposits are
extensive. Note: A warning label on the
housing states specifically that the housing
bore and the throttle valve have a special
coating, and must not be cleaned using
carburettor cleaner, as this may damage it.
7With the engine running, place a
screwdriver or a stethoscope against each
injector, one at a time. Listen through the
screwdriver handle or stethoscope for a
clicking sound, indicating operation.
8If an injector isn’t operating (or sounds
different from the others), turn off the engine,
and unplug the electrical connector from the
injector. Check the resistance across the
terminals of the injector, and compare your
reading with the resistance value listed in this
Chapter’s Specifications. If the resistance
isn’t as specified, renew the injector.
9A rough idle, diminished performance
and/or increased fuel consumption could also
be caused by clogged or fouled fuel injectors.
Fuel additives that can sometimes clean
fouled injectors are available at car accessory
shops.
10The remainder of the system checks
should be left to a dealer service department
or other qualified repair specialist, as there is
a chance that the ECU may be damaged if
tests are not performed properly.
Warning: The fuel system
pressure must be released before
any part of the system is
disturbed - see Section 2. Petrol
is extremely flammable, so take extra
precautions when you work on any part of
the fuel system. Don’t smoke, or allow
open flames or bare light bulbs, near the
work area. Don’t work in a garage where a
natural gas-type appliance (such as a
water heater or clothes dryer) with a pilot
light is present. If you spill any fuel on your
skin, rinse it off immediately with soap and
water. When you perform any kind of work
on the fuel system, wear safety glasses,
and have a Class B type fire extinguisher
on hand.
Throttle housing
Check
1Remove the plenum chamber (see Sec-
tion 4), and verify that the throttle linkage
operates smoothly.
2If the housing bore and valve are dirty
enough for you to think that this might be the
cause of a fault, seek the advice of a Ford
dealer. Do notclean the housing (see the
notes in the checking procedure given in
Section 15).
16 Fuel system components-
check and renewal
15 Fuel injection system/engine
management system - check
Fuel and exhaust systems 4•9
4
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Renewal
3Disconnect the battery negative (earth) lead
- see Chapter 5, Section 1.
4Remove the plenum chamber (see Sec-
tion 4).
5Disconnect the accelerator cable from the
throttle linkage (see Section 5 or 6, as
appropriate). Where fitted, also disconnect
the cruise control actuator cable (see Chap-
ter 12).
6Releasing its wire clip, unplug the large
electrical connector (next to the fuel pressure
regulator). Similarly release and unplug the
throttle potentiometer’s electrical connector.
7Clearly label, then detach, all vacuum hoses
from the throttle housing.
8Remove the throttle housing mounting
screws (see illustration), then detach the
throttle housing and gasket from the inlet
manifold. Discard the gasket - this must be
renewed whenever it is disturbed.
9Using a soft brush and carburettor cleaner,
thoroughly clean the exterior of the throttle
housing, then blow out all passages with
compressed air.
Caution: Do not clean the throttle
housing’s bore, the throttle valve,
or the potentiometer, either by
scraping or with a solvent. Just
wipe them over carefully with a clean soft
cloth.
10Refitting is the reverse of the removal
procedure. Fit a new gasket, and tighten the
housing screws to the specified torque.
Fuel rail and injectors
Check
11Refer to the procedure in the fuel system
check (see Section 15).
Renewal
Note:For simplicity, and to ensure the
necessary absolute cleanliness on
reassembly, the following procedure
describes the removal of the fuel rail
assembly, complete with the injectors and
pressure regulator, so that the injectors can be
serviced individually on a clean work surface.
It is also possible to remove and refit an
individual injector once the fuel system has
been depressurised and the battery has been
disconnected. If this approach is followed,
read through the complete procedure, and
work as described in the relevant paragraphs,
depending on the amount of preliminary
dismantling required. Be careful not to allow
any dirt to enter the system (see
illustrations).
12Relieve the residual pressure in the fuel
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.
13Disconnect the battery negative (earth)
lead - see Chapter 5, Section 1.
14Remove the plenum chamber (see
Section 4).
15If the additional clearance is required,
disconnect the accelerator cable from the
throttle linkage (see Section 5 or 6, as
appropriate). Where fitted, also disconnect
the cruise control actuator cable (see Chap-
ter 12).
16Releasing the wire clips, unplug the four
fuel injector electrical connectors.
17Disconnect the fuel feed and return lines
at the quick-release couplings next to the
braking system vacuum servo unit, then
unclip the fuel hoses from the inlet manifold;
use rag to soak up any spilt fuel. Note:Do not
disturb the threaded couplings at the fuel rail
unions unless absolutely necessary; these aresealed at the factory. The quick-release
couplings will suffice for all normal service
operations.
18Disconnect the crankcase breather hose
from the cylinder head cover union, and the
vacuum hose from the fuel pressure regulator
(see illustration).
19Unscrew the three bolts securing the fuel
rail, and withdraw the rail, carefully prising it
out of the inlet manifold, and draining any
remaining fuel into a suitable clean container
(see illustrations). Note the seals between
the rail noses and the manifold; these must be
renewed whenever the rail is removed.
20Clamping the rail carefully in a vice fitted
with soft jaws, unscrew the two bolts securing
each injector, and withdraw the injectors.
Place each in a clean, clearly-labelled storage
container.
21If you are renewing the injector(s), discard
the old injector, the nose seal and the O-rings.
If you are simply renewing leaking injector O-
4•10 Fuel and exhaust systems
16.8 Undo screws (arrowed) to remove
throttle housing16.12A Fuel injectors can be unbolted
(arrowed) . . .16.12B . . . and removed individually if
required, but it is better to remove them
with the fuel rail, if servicing is necessary.
O-ring seals (arrowed) must be renewed
whenever injector is removed
16.18 Injector removal - disconnect fuel
lines at quick-release couplings (A), unclip
hoses (B), disconnect vacuum hose from
regulator (C), unplug electrical
connectors (D) - three of four shown - and
disconnect breather hose from union (E)
16.19A Unscrew bolts (arrowed) . . .
16.19B . . . and withdraw fuel rail with
injectors and pressure regulator - renew
nose seals (arrowed) whenever rail is
disturbed
procarmanuals.com

rings, and intend to re-use the same injectors,
remove the old nose seal and O-rings, and
discard them.
22Further testing of the injector(s) is beyond
the scope of the home mechanic. If you are in
doubt as to the status of any injector(s), it can
be tested at a dealer service department.
23Refitting is the reverse of the removal
procedure, noting the following points:
(a) Lubricate each nose seal and O-ring with
clean engine oil on installation.
(b) Locate each injector carefully in the fuel
rail recess, ensuring that the locating tab
on the injector head fits into the slot
provided in the rail. Tighten the bolts to
the specified torque.
(c) Fit a new seal to each fuel rail nose, and
ensure the seals are not displaced as the
rail is refitted. Ensure that the fuel rail is
settled fully in the manifold before
tightening the three bolts evenly and to
the torque wrench setting specified.
(d) Fasten the fuel feed and return quick-
release couplings as described in Sec-
tion 3.
(e) Ensure that the breather hose, vacuum
hose and wiring are routed correctly, and
secured on reconnection by any clips or
ties provided.
(f) On completion, switch the ignition on and
off five times, to activate the fuel pump and
pressurise the system, without cranking
the engine. Check for signs of fuel leaks
around all disturbed unions and joints
before attempting to start the engine.
Fuel pressure regulator
Check
24Refer to the fuel pump/fuel pressure
check procedure (see Section 8).
Renewal
25Relieve the residual pressure in the fuel
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.26Disconnect the battery negative (earth)
lead - see Chapter 5, Section 1.
27Remove the plenum chamber (see
Section 4).
28Disconnect the vacuum hose from the
regulator.
29Unscrew the two regulator retaining bolts,
place a wad of clean rag to soak up any spilt
fuel, and withdraw the regulator (see
illustration).
30Refitting is the reverse of the removal
procedure, noting the following points:
(a) Renew the regulator sealing O-ring
whenever the regulator is disturbed.
Lubricate the new O-ring with clean
engine oil on installation.
(b) Locate the regulator carefully in the fuel
rail recess, and tighten the bolts to the
specified torque wrench setting.
(c) On completion, switch the ignition on and
off five times, to activate the fuel pump and
pressurise the system, without cranking
the engine. Check for signs of fuel leaks
around all disturbed unions and joints
before attempting to start the engine.
Idle speed control valve
Check
31Disconnect the battery negative (earth)
lead - see Chapter 5, Section 1.
32Raise the front of the vehicle, and support
it securely on axle stands.
Warning: Do not place any part of
your body under a vehicle when
it’s supported only by a jack!
33Unplug the valve’s electrical connector
(see illustration).
34Connect a 12-volt battery across the
valve’s terminals - positive (+) to terminal 37
(the green/yellow wire) and negative (-) to
terminal 21 (the black/yellow).
Caution: It is essential that the
correct polarity is observed, or
the diode incorporated in the
valve may be damaged.
35A distinct click should be heard each time
contact is made and broken. If not, measure
the resistance between the terminals. If the
resistance is as specified, the valve is okay
(but there may be a problem with the wiring or
the ECU). If the resistance is not as specified,
renew the valve (see below).36Plug in the valve’s electrical connector.
Renewal
37Disconnect the battery negative (earth)
lead - see Chapter 5, Section 1.
38Raise the front of the vehicle, and support
it securely on axle stands.
Warning: Do not place any part of
your body under a vehicle when
it’s supported only by a jack!
39Unplug the valve’s electrical connector.
40Unscrew the two retaining bolts, and
withdraw the valve from the inlet manifold
(see illustration).
41Since the valve’s individual components
are not available separately, and the complete
assembly must be renewed if it is thought to
be faulty, there is nothing to be lost by
attempting to flush out the passages, using
carburettor cleaner or similar solvent. This
won’t take much time or effort, and may well
cure the fault.
42Refitting is the reverse of the removal
procedure, noting the following points:
(a) Clean the mating surfaces carefully, and
always fit a new gasket whenever the
valve is disturbed.
(b) Tighten the bolts evenly and to the
specified torque wrench setting.
(c) Once the wiring and battery are
reconnected, start the engine and allow it
to idle. When it has reached normal
operating temperature, check that the idle
speed is stable, and that no induction (air)
leaks are evident. Switch on all electrical
loads (headlights, heated rear window,
etc), and check that the idle speed is still
correct.
Fuel and exhaust systems 4•11
4
16.43 Location of idle-increase solenoid
valve (A) and diode (B)
16.29 Disconnect vacuum hose, and
unscrew bolts (arrowed) to withdraw fuel
pressure regulator16.33 Access to idle speed control valve is
from underneath vehicle - unplug electrical
connector (arrowed) to check valve16.40 Unscrew bolts (arrowed) to remove
idle speed control valve
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Chapter 5 Engine electrical systems
Alternator - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Alternator brushes and voltage regulator - renewal . . . . . . . . . . . . . 13
Auxiliary drivebelt check and renewal . . . . . . . . . . . . . See Chapter 1
Battery - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Battery check, maintenance and charging . . . . . . . . . See Chapter 1
Battery leads - check and renewal . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Charging system - general information and precautions . . . . . . . . . 10
Charging system - testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Crankshaft speed/position sensor - checking, removal and refitting 9
Electronic control system - information and
fault diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 6
Electronic Control Unit (ECU) and system information
sensors - general information . . . . . . . . . . . . . . . . . See Chapter 6Engine compartment wiring check . . . . . . . . . . . . . . . See Chapter 1
General information, precautions and battery disconnection . . . . . . 1
Ignition coil - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Ignition module (automatic transmission models only) -
removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Ignition system - general information and precautions . . . . . . . . . . . 4
Ignition system - testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Ignition timing - checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Spark plug renewal and HT lead check . . . . . . . . . . . . See Chapter 1
Starter motor - brush and solenoid renewal . . . . . . . . . . . . . . . . . . . 17
Starter motor - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . 16
Starting system - general information and precautions . . . . . . . . . . 14
Starting system - testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Battery
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lead-acid
Rating - Cold cranking/Reserve capacity . . . . . . . . . . . . . . . . . . . . . . . 500 A/75 RC, 590 A/95 RC, or 650 A/130 RC
Ignition timing
Nominal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10° ± 2° BTDC
Note:Ignition timing is under control of ECU - it may vary constantly at idle speed, and is not adjustable.
Ignition coil
Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.0 kilovolts (minimum)
Primary resistances - measured at coil connector terminal pins . . . . . . 0.50 ± 0.05 ohms
Alternator
Type:Model Rated output
Bosch unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NC 14V 60-90A 90A
Mitsubishi unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A004T 90A
Minimum brush length - all types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.0 mm
Regulated voltage @ 4000 (engine) rpm and 3 to 7 amp load - all types .13.5 to 14.6 volts
Starter motor
Type:Model Rated output
Bosch unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DW 1.1 or 1.4 kW
Lucas/Magneti Marelli unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M79 1.0 kW
Minimum brush length - all types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.0 mm
Commutator minimum diameter:
Bosch units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.8 mm
Lucas/Magneti Marelli unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Not available
Armature endfloat:
Bosch units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.30 mm
Lucas/Magneti Marelli unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 mm
Torque wrench settingsNm lbf ft
Crankshaft speed/position sensor:
Sensor-to-bracket screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 to 9 4 to 6
Bracket-to-cylinder block crankcase screw . . . . . . . . . . . . . . . . . . . . 21 15
Ignition coil bracket-to-cylinder head screws . . . . . . . . . . . . . . . . . . . . 21 15
Alternator mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 37
Starter motor mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 26
5•1
Easy,suitable for
novice with little
experienceFairly easy,suitable
for beginner with
some experienceFairly difficult,suitable
for competent DIY
mechanicDifficult,suitable for
experienced DIY
mechanicVery difficult,
suitable for expert DIY
or professional
Degrees of difficulty
Specifications Contents
5
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General information
The engine electrical systems include all
ignition, charging and starting components.
Because of their engine-related functions,
these components are discussed separately
from body electrical devices such as the
lights, the instruments, etc (which are
included in Chapter 12).
Precautions
Always observe the following precautions
when working on the electrical system:
(a) Be extremely careful when servicing
engine electrical components. They are
easily damaged if checked, connected or
handled improperly.
(b) Never leave the ignition switched on for
long periods of time when the engine is
not running.
(c) Don’t disconnect the battery leads while
the engine is running.
(d) Maintain correct polarity when connecting
a battery lead from another vehicle during
jump starting - see the “Booster battery
(jump) starting” section at the front of this
manual.
(e) Always disconnect the negative lead first,
and reconnect it last, or the battery may
be shorted by the tool being used to
loosen the lead clamps (see illustration).
It’s also a good idea to review the safety-
related information regarding the engine
electrical systems located in the “Safety first!”
section at the front of this manual, before
beginning any operation included in this Chapter.
Battery disconnection
Several systems fitted to the vehicle require
battery power to be available at all times, either
to ensure their continued operation (such as
the clock) or to maintain control unit memories
(such as that in the engine management
system’s ECU) which would be wiped if the
battery were to be disconnected. Whenever thebattery is to be disconnected therefore, first
note the following, to ensure that there are no
unforeseen consequences of this action:
(a) First, on any vehicle with central locking, it
is a wise precaution to remove the key
from the ignition, and to keep it with you,
so that it does not get locked in if the
central locking should engage accidentally
when the battery is reconnected!
(b) The engine management system’s ECU will
lose the information stored in its memory -
referred to by Ford as the “KAM” (Keep-
Alive Memory) - when the battery is
disconnected. This includes idling and
operating values, and any fault codes
detected - in the case of the fault codes, if it
is thought likely that the system has
developed a fault for which the
corresponding code has been logged, the
vehicle must be taken to a Ford dealer for
the codes to be read, using the special
diagnostic equipment necessary for this (see
Chapter 6). Whenever the battery is
disconnected, the information relating to idle
speed control and other operating values will
have to be re-programmed into the unit’s
memory. The ECU does this by itself, but
until then, there may be surging, hesitation,
erratic idle and a generally inferior level of
performance. To allow the ECU to relearn
these values, start the engine and run it as
close to idle speed as possible until it
reaches its normal operating temperature,
then run it for approximately two minutes at
1200 rpm. Next, drive the vehicle as far as
necessary - approximately 5 miles of varied
driving conditions is usually sufficient - to
complete the relearning process.
(c) If the battery is disconnected while the
alarm system is armed or activated, the
alarm will remain in the same state when
the battery is reconnected. The same
applies to the engine immobiliser system
(where fitted).
(d) If a trip computer is in use, any
information stored in memory will be lost.
(e) If a Ford “Keycode” audio unit is fitted,
and the unit and/or the battery is
disconnected, the unit will not function
again on reconnection until the correct
security code is entered. Details of thisprocedure, which varies according to the
unit and model year, are given in the
“Ford Audio Systems Operating Guide”
supplied with the vehicle when new, with
the code itself being given in a “Radio
Passport” and/or a “Keycode Label” at
the same time. Ensure you have the
correct code before you disconnect the
battery. For obvious security reasons, the
procedure is not given in this manual. If
you do not have the code or details of the
correct procedure, but can supply proof
of ownership and a legitimate reason for
wanting this information, the vehicle’s
selling dealer may be able to help.
Devices known as “memory-savers” (or
“code-savers”) can be used to avoid some of
the above problems. Precise details vary
according to the device used. Typically, it is
plugged into the cigarette lighter, and is
connected by its own wires to a spare battery;
the vehicle’s own battery is then disconnected
from the electrical system, leaving the
“memory-saver” to pass sufficient current to
maintain audio unit security codes and ECU
memory values, and also to run permanently-
live circuits such as the clock, all the while
isolating the battery in the event of a short-
circuit occurring while work is carried out.
Warning: Some of these devices
allow a considerable amount of
current to pass, which can mean
that many of the vehicle’s systems are still
operational when the main battery is
disconnected. If a “memory-saver” is used,
ensure that the circuit concerned is
actually “dead” before carrying out any
work on it!
Note:See also the relevant Sections of
Chapter 1.
1Disconnect the battery leads, negative
(earth) lead first - see Section 1.
2Remove the battery hold-down clamp (see
illustrations).
3Lift out the battery. Be careful - it’s heavy.
4While the battery is out, inspect the tray for
corrosion (see Chapter 1).
2 Battery- removal and refitting
1 General information,
precautions and battery
disconnection
5•2 Engine electrical systems
1.2 Always disconnect battery - negative
(earth) lead first - to prevent the possibility
of short-circuits2.2A Unscrew hold-down nuts (one of two
arrowed) . . .2.2B . . . and withdraw hold-down clamp
to release battery
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