1993 FORD MONDEO ECU

amperage charger, but don’t use one rated
more than 1/10th the amp/hour rating of the
battery (ie no more than 5 amps, typically).
Rapid boost charges that claim to restore the
power of the battery in one to two hours are
hardest on the battery, and can damage
batteries not in good condition. This type of
charging should only be used in emergency
situations.
14The average time necessary to charge a
battery should be listed in the instructions that
come with the charger. As a general rule, a
trickle charger will charge a battery in 12 to
16 hours.
1Check the seat belts for satisfactory
operation and condition. Inspect the webbing
for fraying and cuts. Check that they retract
smoothly and without binding into their reels.
2Check that the seat belt mounting bolts are
tight, and if necessary tighten them to the
specified torque wrench setting.
General
1The auxiliary drivebelt is of the flat, multi-
ribbed (or “polyvee”) type, and is located on
the right-hand end of the engine. It drives the
alternator, water pump, power steering pump
and (when fitted) the air conditioning
compressor from the engine’s crankshaft
pulley.
2The good condition and proper tension of
the auxiliary drivebelt is critical to the
operation of the engine. Because of their
composition and the high stresses to which
they are subjected, drivebelts stretch anddeteriorate as they get older. They must,
therefore, be regularly inspected.
Check
3With the engine switched off, open and
support the bonnet, then locate the auxiliary
drivebelt on the right-hand end of the engine,
under the engine right-hand mounting
bracket. (Be very careful, and wear protective
gloves to minimise the risk of burning your
hands on hot components, if the engine has
recently been running.) For improved access,
jack up the front right-hand side of the
vehicle, support it securely on an axle stand,
remove the roadwheel, then remove the
auxiliary drivebelt cover (two fasteners) from
inside the wheel arch (see illustration).
4Using an inspection light or a small electric
torch, and rotating the engine when necessary
with a spanner applied to the crankshaft
pulley bolt, check the whole length of the
drivebelt for cracks, separation of the rubber,
and torn or worn ribs (see illustration). Also
check for fraying and glazing, which gives the
drivebelt a shiny appearance. Both sides of
the drivebelt should be inspected, which
means you will have to twist the drivebelt to
check the underside. Use your fingers to feel
the drivebelt where you can’t see it. If you are
in any doubt as to the condition of the
drivebelt, renew it (go to paragraph 7).
Drivebelt tension
5The auxiliary drivebelt is tensioned by an
automatic tensioner; regular checks are not
required, and manual “adjustment” is not
possible.
6If you suspect that the drivebelt is slipping
and/or running slack, or that the tensioner is
otherwise faulty, it must be renewed. To do
this, remove the drivebelt as described below,
then unbolt the tensioner (two Torx-type
screws accessible from underneath, via the
wheel arch) from the alternator mounting
bracket (see illustration). On fitting the new
tensioner, ensure it is aligned correctly on its
mountings, and tighten the screws to the
specified torque wrench setting.
Renewal
7Open the bonnet. Jack up the front right-
hand side of the vehicle and support it
securely on an axle stand, remove the
roadwheel, then remove the auxiliary drivebelt
cover (two fasteners) from inside the wheel
arch.
8If the existing drivebelt is to be refitted,
mark it, or note the maker’s markings on its
flat surface, so that it can be installed the
same way round.
9Reaching up between the body and the
engine (above and to the rear of the
crankshaft pulley), apply a spanner to the
hexagon in the centre of the automatic
tensioner’s pulley. Rotate the tensioner pulley
clockwise to release its pressure on the
drivebelt, then slip the drivebelt off the
crankshaft pulley, and release the tensioner
again (see illustration). Working from the
wheel arch or engine compartment as
necessary, and noting its routing, slip the
drivebelt off the remaining pulleys and
withdraw it.
10Check all the pulleys, ensuring that their
grooves are clean, and removing all traces of
oil and grease. Check that the tensioner
works properly, with strong spring pressure
11 Auxiliary drivebelt check and
renewal
10 Seat belt check
1•13
1
11.9 Rotate the tensioner pulley clockwise
to release its pressure on the drivebelt,
then slip the drivebelt off the crankshaft
pulley
11.3 Removing the auxiliary drivebelt
cover - it is secured by a fastener at each
end (arrowed) - from inside the right-hand
front wheel arch
11.4 Check the auxiliary drivebelt for signs
of wear like these. Very small cracks across
the drivebelt ribs are acceptable. If the
cracks are deep, or if the drivebelt looks
worn or damaged in any other way, renew it
11.6 The auxiliary drivebelt is tensioned by
an automatic tensioner; Torx screws
(arrowed) secure it to alternator mounting
bracket
Every 10 000 miles
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being felt when its pulley is rotated clockwise,
and a smooth return to the limit of its travel
when released.
11If the original drivebelt is being refitted,
use the marks or notes made on removal, to
ensure that it is installed to run in the same
direction as it was previously. To fit the
drivebelt, arrange it on the grooved pulleys so
that it is centred in their grooves, and not
overlapping their raised sides (note that the
flat surface of the drivebelt is engaged on the
idler, tensioner and water pump pulleys) and
routed correctly (see illustrations). Start at
the top, and work down to finish at the
crankshaft pulley; rotate the tensioner pulley
clockwise, slip the drivebelt onto the
crankshaft pulley, then release the tensioner
again.
12Using a spanner applied to the crankshaft
pulley bolt, rotate the crankshaft through at
least two full turns clockwise to settle the
drivebelt on the pulleys, then check that the
drivebelt is properly installed.
13Refit the auxiliary drivebelt cover and
roadwheel, then lower the vehicle to the
ground.
Caution: Renewal of air
conditioning hoses must be left
to a dealer service department or
air conditioning specialist who has the
equipment to depressurise the systemsafely. Never remove air conditioning
components or hoses until the system has
been depressurised.
General
1High temperatures in the engine
compartment can cause the deterioration of
the rubber and plastic hoses used for engine,
accessory and emission systems operation.
Periodic inspection should be made for
cracks, loose clamps, material hardening and
leaks.
2Carefully check the large top and bottom
radiator hoses, along with the other smaller-
diameter cooling system hoses and metal
pipes; do not forget the heater hoses/pipes
which run from the engine to the bulkhead,
and those to the engine oil cooler (where
fitted). Inspect each hose along its entire
length, replacing any that is cracked, swollen
or shows signs of deterioration. Cracks may
become more apparent if the hose is
squeezed (see illustration). If you are using
non-Ford specification antifreeze, and so
have to renew the coolant every two years or
so, it’s a good idea to renew the hoses at that
time, regardless of their apparent condition.
3Make sure that all hose connections are
tight. A leak in the cooling system will usually
show up as white- or rust-coloured deposits
on the areas adjoining the leak; if the spring
clamps that are used to secure the hoses in
this system appear to be slackening, they
should be renewed to prevent the possibility
of leaks.
4Some other hoses are secured to theirfittings with clamps. Where clamps are used,
check to be sure they haven’t lost their
tension, allowing the hose to leak. If clamps
aren’t used, make sure the hose has not
expanded and/or hardened where it slips over
the fitting, allowing it to leak.
12 Underbonnet check for fluid
leaks and hose condition
1•14
11.11A When installing the auxiliary
drivebelt, make sure that it is centred - it
must not overlap either edge of the
grooved pulleys11.11B Auxiliary drivebelt routing
1 Power steering pump
2 Idler pulley
3 Alternator4 Automatic tensioner
5 Air conditioning
compressor (when fitted)6 Crankshaft pulley
7 Water pump pulley
12.2 Hoses, like drivebelts, have a habit of
failing at the worst possible time - to
prevent the inconvenience of a blown
radiator or heater hose, inspect them
carefully as shown here
Every 10 000 miles
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5Check all fluid reservoirs, filler caps, drain
plugs and fittings etc, looking for any signs of
leakage of oil, transmission and/or brake
hydraulic fluid, coolant and power steering
fluid. If the vehicle is regularly parked in the
same place, close inspection of the ground
underneath it will soon show any leaks; ignore
the puddle of water which will be left if the air
conditioning system is in use. As soon as a
leak is detected, its source must be traced
and rectified. Where oil has been leaking for
some time, it is usually necessary to use a
steam cleaner, pressure washer or similar, to
clean away the accumulated dirt, so that the
exact source of the leak can be identified.
Vacuum hoses
6It’s quite common for vacuum hoses,
especially those in the emissions system, to
be colour-coded, or to be identified by
coloured stripes moulded into them. Various
systems require hoses with different wall
thicknesses, collapse resistance and
temperature resistance. When renewing
hoses, be sure the new ones are made of the
same material.
7Often the only effective way to check a
hose is to remove it completely from the
vehicle. If more than one hose is removed, be
sure to label the hoses and fittings to ensure
correct installation.
8When checking vacuum hoses, be sure to
include any plastic T-fittings in the check.
Inspect the fittings for cracks, and check the
hose where it fits over the fitting for distortion,
which could cause leakage.
9A small piece of vacuum hose (quarter-inch
inside diameter) can be used as a
stethoscope to detect vacuum leaks. Hold
one end of the hose to your ear, and probe
around vacuum hoses and fittings, listening
for the “hissing” sound characteristic of a
vacuum leak.
Warning: When probing with the
vacuum hose stethoscope, be
very careful not to come into
contact with moving engine
components such as the auxiliary
drivebelt, radiator electric cooling fan, etc.
Fuel hoses
Warning: There are certain
precautions which must be taken
when inspecting or servicing fuel
system components. Work in a well-
ventilated area, and do not allow open
flames (cigarettes, appliance pilot lights,
etc.) or bare light bulbs near the work
area. Mop up any spills immediately, and
do not store fuel-soaked rags where they
could ignite.
10Check all fuel hoses for deterioration and
chafing. Check especially for cracks in areas
where the hose bends, and also just before
fittings, such as where a hose attaches to the
fuel filter.
11High-quality fuel line, usually identified by
the word “Fluoroelastomer” printed on thehose, should be used for fuel line renewal.
Never, under any circumstances, use
unreinforced vacuum line, clear plastic tubing
or water hose for fuel lines.
12Spring-type clamps are commonly used
on fuel lines. These clamps often lose their
tension over a period of time, and can be
“sprung” during removal. Replace all
spring-type clamps with screw clamps
whenever a hose is replaced.
Metal lines
13Sections of metal piping are often used
for fuel line between the fuel filter and the
engine. Check carefully to be sure the piping
has not been bent or crimped, and that cracks
have not started in the line.
14If a section of metal fuel line must be
renewed, only seamless steel piping should
be used, since copper and aluminium piping
don’t have the strength necessary to
withstand normal engine vibration.
15Check the metal brake lines where they
enter the master cylinder and ABS hydraulic
unit (if used) for cracks in the lines or loose
fittings. Any sign of brake fluid leakage calls
for an immediate and thorough inspection of
the brake system.
1With the vehicle parked on level ground,
apply the handbrake firmly and open the
bonnet. Using an inspection light or a small
electric torch, check all visible wiring within
and beneath the engine compartment.
2What you are looking for is wiring that is
obviously damaged by chafing against sharp
edges, or against moving suspension/
transmission components and/or the auxiliary
drivebelt, by being trapped or crushed
between carelessly-refitted components, or
melted by being forced into contact with the
hot engine castings, coolant pipes, etc. In
almost all cases, damage of this sort is
caused in the first instance by incorrect
routing on reassembly after previous work has
been carried out.
3Depending on the extent of the problem,
damaged wiring may be repaired by rejoining
the break or splicing-in a new length of wire,
using solder to ensure a good connection,
and remaking the insulation with adhesive
insulating tape or heat-shrink tubing, as
appropriate. If the damage is extensive, given
the implications for the vehicle’s future
reliability, the best long-term answer may well
be to renew that entire section of the loom,
however expensive this may appear.
4When the actual damage has been
repaired, ensure that the wiring loom is re-
routed correctly, so that it is clear of other
components, and not stretched or kinked, and
is secured out of harm’s way using the plastic
clips, guides and ties provided.
5Check all electrical connectors, ensuringthat they are clean, securely fastened, and
that each is locked by its plastic tabs or wire
clip, as appropriate. If any connector shows
external signs of corrosion (accumulations of
white or green deposits, or streaks of “rust”),
or if any is thought to be dirty, it must be
unplugged and cleaned using electrical
contact cleaner. If the connector pins are
severely corroded, the connector must be
renewed; note that this may mean the renewal
of that entire section of the loom - see your
local Ford dealer for details.
6If the cleaner completely removes the
corrosion to leave the connector in a
satisfactory condition, it would be wise to
pack the connector with a suitable material
which will exclude dirt and moisture,
preventing the corrosion from occurring
again; a Ford dealer may be able to
recommend a suitable product.
7Check the condition of the battery
connections - remake the connections or
renew the leads if a fault is found (see Chap-
ter 5). Use the same techniques to ensure that
all earth points in the engine compartment
provide good electrical contact through clean,
metal-to-metal joints, and that all are securely
fastened. (In addition to the earth connection
at the engine lifting eye, and that from the
transmission to the body/battery, there are
one or two earth points behind each headlight
assembly, and one below the power steering
fluid reservoir.)
8Refer to Section 31 for details of spark plug
(HT) lead checks.
Warning: The air conditioning
system is under high pressure.
Do not loosen any fittings or
remove any components until
after the system has been discharged. Air
conditioning refrigerant must be properly
discharged into an approved type of
container, at a dealer service department
or an automotive air conditioning repair
facility capable of handling R134a
refrigerant. Always wear eye protection
when disconnecting air conditioning
system fittings.
1The following maintenance checks should
be performed on a regular basis, to ensure
that the air conditioner continues to operate at
peak efficiency:
(a) Check the auxiliary drivebelt. If it’s worn
or deteriorated, renew it (see Section 11).
(b) Check the system hoses. Look for cracks,
bubbles, hard spots and deterioration.
Inspect the hoses and all fittings for oil
bubbles and seepage. If there’s any
evidence of wear, damage or leaks, renew
the hose(s).
(c) Inspect the condenser fins for leaves,
insects and other debris. Use a “fin
14 Air conditioning system
check
13 Engine compartment wiring
check
1•15
1
Every 10 000 miles
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comb” or compressed air to clean the
condenser.
Warning: Wear eye protection
when using compressed air!
(d) Check that the drain tube from the front
of the evaporator is clear - note that it is
normal to have clear fluid (water) dripping
from this while the system is in operation,
to the extent that quite a large puddle can
be left under the vehicle when it is parked.
2It’s a good idea to operate the system forabout 30 minutes at least once a month,
particularly during the winter. Long term
non-use can cause hardening, and
subsequent failure, of the seals.
3Because of the complexity of the air
conditioning system and the special
equipment necessary to service it, in-depth
fault diagnosis and repairs are not included in
this manual. For more complete information
on the air conditioning system, refer to the
Haynes Automotive Heating and Air
Conditioning Manual.
4The most common cause of poor cooling is
simply a low system refrigerant charge. If a
noticeable drop in cool air output occurs, the
following quick check will help you determine
if the refrigerant level is low.
5Warm the engine up to normal operating
temperature.
6Place the air conditioning temperature
selector at the coldest setting, and put the
blower at the highest setting. Open the doors
- to make sure the air conditioning system
doesn’t cycle off as soon as it cools the
passenger compartment.
7With the compressor engaged - the clutch
will make an audible click, and the centre of
the clutch will rotate - feel the inlet and outlet
pipes at the compressor. One side should be
cold, and one hot. If there’s no perceptible
difference between the two pipes, there’s
something wrong with the compressor or the
system. It might be a low charge - it might be
something else. Take the vehicle to a dealer
service department or an automotive air
conditioning specialist.1Make sure that you have all the necessary
tools before you begin this procedure (see
illustration). You should also have plenty of
rags or newspapers handy, for mopping up
any spills.
2To avoid any possibility of scalding, and to
protect yourself from possible skin irritants
and other harmful contaminants in used
engine oils, it is advisable to wear gloves
when carrying out this work.
3Access to the underside of the vehicle is
greatly improved if the vehicle can be lifted on
a hoist, driven onto ramps, or supported by
axle stands.
Warning: Do not work under a
vehicle which is supported only
by an hydraulic or scissors-type
jack, or by bricks, blocks of
wood, etc.
4If this is your first oil change, get under the
vehicle and familiarise yourself with the
position of the engine oil drain plug, which is
located at the rear of the sump. The engine
and exhaust components will be warm during
the actual work, so try to anticipate any
potential problems while the engine and
accessories are cool.
5The oil should preferably be changed when
the engine is still fully warmed-up to normal
operating temperature, just after a run (the
needle on the temperature gauge should be in
the “Normal” sector of the gauge); warm oil
and sludge will flow out more easily. Park the
vehicle on firm, level ground, apply the
handbrake firmly, then select 1st or reverse
gear (manual transmission) or the “P” position
(automatic transmission). Open the bonnet
and remove the engine oil filler cap from the
cylinder head cover, then remove the oil level
dipstick from its tube (see Section 3).
6Raise the front of the vehicle, and support it
securely on axle stands. Remove the front
right-hand roadwheel to provide access to the
oil filter; if the additional working clearance is
required, remove also the auxiliary drivebelt
cover (two fasteners).
15 Engine oil and filter change
1•16
15.1 These tools are required when
changing the engine oil and filter
1Drain pan- It should be fairly shallow in
depth, but wide to prevent spills
2Rubber gloves- When removing the drain
plug and filter, it is inevitable that you will get
oil on your hands (the gloves will prevent
burns from hot oil)
3Breaker bar- Sometimes the oil drain plug
is pretty tight, and a long breaker bar is
needed to loosen it
4Socket- To be used with the breaker bar
or a ratchet (must be the correct size to fit the
drain plug)
5Filter wrench- This is a metal band-type
wrench, which requires clearance around the
filter to be effective
6Filter wrench- This type fits on the
bottom of the filter, and can be turned with a
ratchet or breaker bar (different size wrenches
are available for different types of filters)
15.7 Use the correct-size spanner or
socket to remove the oil drain plug and
avoid rounding it off15.9 Since the oil filter is usually on very
tight, you’ll need a special wrench for
removal. DO NOT use the wrench to
tighten the new filter. Pack rag under the
filter before removal to minimise the mess
Every 10 000 miles
Frequent oil changes are the
best preventive maintenance
the home mechanic can give
the engine, because ageing
oil becomes diluted and contaminated,
which leads to premature engine wear.
Note: It is
antisocial and
illegal to dump
oil down the
drain. To find
the location of
your local oil
recycling bank,
call this
number free.
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Warning: To avoid personal
injury, never get beneath the
vehicle when it is supported by
only by a jack. The jack provided
with your vehicle is designed solely for
raising the vehicle to remove and refit the
roadwheels. Always use axle stands to
support the vehicle when it becomes
necessary to place your body underneath
the vehicle.
7Being careful not to touch the hot exhaust
components, place the drain pan under the
drain plug, and unscrew the plug (see
illustration). If possible, try to keep the plug
pressed into the sump while unscrewing it by
hand the last couple of turns. As the plug
releases from the threads, move it away
sharply, so the stream of oil issuing from the
sump runs into the pan, not up your sleeve!
Allow the oil to drain into the drain pan, and
check the condition of the plug’s sealing
washer; renew it if worn or damaged.
8Allow some time for the old oil to drain,
noting that it may be necessary to reposition
the pan as the oil flow slows to a trickle; when
the oil has completely drained, wipe clean the
drain plug and its threads in the sump and
refit the plug, tightening it to the specified
torque wrench setting.
9Using a suitable filter removal tool, unscrew
the oil filter from the right-hand rear of the
cylinder block; be prepared for some oil
spillage (see illustration). Check the old filter
to make sure that the rubber sealing ring
hasn’t stuck to the engine; if it has, carefully
remove it. Withdraw the filter through the
wheel arch, taking care to spill as little oil as
possible.
10Using a clean, lint-free rag, wipe clean the
cylinder block around the filter mounting. If
there are no specific instructions supplied
with it, fit a new oil filter as follows. Apply a
light coating of clean engine oil to the filter’s
sealing ring (see illustration). Screw the filter
into position on the engine until it seats, then
tighten it through a further half- to three-
quarters of a turn only. Tighten the filter by
hand only - do not use any tools.
11Remove the old oil and all tools from
under the vehicle, refit the roadwheel, and
lower the vehicle to the ground.12Refill the engine with oil, using the correct
grade and type of oil, as given in the
Specifications Section of this Chapter. Pour in
half the specified quantity of oil first, then wait
a few minutes for the oil to fall to the sump.
Continue adding oil a small quantity at a time,
until the level is up to the lower notch on the
dipstick. Adding approximately 0.5 to 1.0 litre
will raise the level to the dipstick’s upper
notch.
13Start the engine. The oil pressure warning
light will take a few seconds to go out while
the new filter fills with oil; do not race the
engine while the light is on. Run the engine for
a few minutes, while checking for leaks
around the oil filter seal and the drain plug.
14Switch off the engine, and wait a few
minutes for the oil to settle in the sump once
more. With the new oil circulated and the filter
now completely full, recheck the level on the
dipstick, and add more oil as necessary.
15Dispose of the used engine oil safely, with
reference to “General repair procedures”in
the reference Sections of this manual.
1The manual transmission does not have a
dipstick. To check the oil level, raise the
vehicle and support it securely on axle stands,
making sure that the vehicle is level. On the
lower front side of the transmission housing,you will see the filler/level plug. Unscrew and
remove it. If the lubricant level is correct, the
oil should be up to the lower edge of the hole.
2If the transmission needs more lubricant (if
the oil level is not up to the hole), use a
syringe, or a plastic bottle and tube, to add
more (see illustration). Stop filling the
transmission when the lubricant begins to run
out of the hole.
3Refit the filler/level plug, and tighten it to the
specified torque wrench setting. Drive the
vehicle a short distance, then check for leaks.
4A need for regular topping-up can only be
due to a leak, which should be found and
rectified without delay.
The procedure is described in Chapter 8,
Section 3.
1Apply the handbrake, then jack up the front
of the vehicle and support on axle stands.
Remove the left-hand front wheel.
2Apply a little oil to the cable end fitting on
the selector lever on the left-hand side of the
transmission (refer to Chapter 7, Part B if
necessary).
3Refit the wheel, and lower the vehicle to the
ground.
Front suspension and steering
check
1Apply the handbrake, then raise the front of
the vehicle and support it on axle stands.
2Visually inspect the balljoint dust covers
and the steering gear gaiters for splits, chafing
or deterioration (see illustrations). Any wear
19 Steering, suspension and
roadwheel check
18 Automatic transmission
linkage lubrication
17 Clutch pedal adjustment
16 Manual transmission oil level
check
1•17
1
19.2B Check the condition of the lower
arm balljoint dust cover (arrowed)
15.10 Lubricate the filter’s sealing ring
with clean engine oil before installing the
filter on the engine16.2 Topping-up the manual transmission
oil
19.2A Check the condition of the track rod
balljoint dust cover (arrowed)
Every 10 000 miles
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of these components will cause loss of
lubricant, together with dirt and water entry,
resulting in rapid deterioration of the balljoints
or steering gear.
3Check the power-assisted steering fluid
hoses for chafing or deterioration, and the
pipe and hose unions for fluid leaks. Also
check for signs of fluid leakage under
pressure from the steering gear rubber
gaiters, which would indicate failed fluid seals
within the steering gear.
4Grasp the roadwheel at the 12 o’clock and
6 o’clock positions, and try to rock it (see
illustration). Very slight free play may be felt,
but if the movement is appreciable, further
investigation is necessary to determine the
source. Continue rocking the wheel while an
assistant depresses the footbrake. If the
movement is now eliminated or significantly
reduced, it is likely that the hub bearings are
at fault. If the free play is still evident with the
footbrake depressed, then there is wear in the
suspension joints or mountings.
5Now grasp the wheel at the 9 o’clock and
3 o’clock positions, and try to rock it as
before. Any movement felt now may again be
caused by wear in the hub bearings or the
steering track rod balljoints. If the outer track
rod balljoint is worn, the visual movement will
be obvious. If the inner joint is suspect, it can
be felt by placing a hand over the rack-and-
pinion rubber gaiter, and gripping the track
rod. If the wheel is now rocked, movement will
be felt at the inner joint if wear has taken
place.
6Using a large screwdriver or flat bar, check
for wear in the suspension mounting bushes
by levering between the relevant suspension
component and its attachment point. Some
movement is to be expected as the mountings
are made of rubber, but excessive wear
should be obvious. Also check the condition
of any visible rubber bushes, looking for splits,
cracks or contamination of the rubber.
7With the vehicle standing on its wheels,
have an assistant turn the steering wheel
back-and-forth, about an eighth of a turn each
way. There should be very little, if any, lost
movement between the steering wheel and
roadwheels. If this is not the case, closely
observe the joints and mountings previouslydescribed, but in addition, check the steering
column universal joints for wear, and also
check the rack-and-pinion steering gear itself.
Rear suspension check
8Chock the front wheels, then raise the rear
of the vehicle and support it on axle stands.
9Check the rear hub bearings for wear, using
the method described for the front hub
bearings (paragraph 4).
10Using a large screwdriver or flat bar,
check for wear in the suspension mounting
bushes by levering between the relevant
suspension component and its attachment
point. Some movement is to be expected as
the mountings are made of rubber, but
excessive wear should be obvious.
Roadwheel check and balancing
11Periodically remove the roadwheels, and
clean any dirt or mud from the inside and
outside surfaces. Examine the wheel rims for
signs of rusting, corrosion or other damage.
Light alloy wheels are easily damaged by
“kerbing” whilst parking, and similarly, steel
wheels may become dented or buckled.
Renewal of the wheel is very often the only
course of remedial action possible.
12The balance of each wheel and tyre
assembly should be maintained, not only to
avoid excessive tyre wear, but also to avoid
wear in the steering and suspension
components. Wheel imbalance is normally
signified by vibration through the vehicle’s
bodyshell, although in many cases it is
particularly noticeable through the steering
wheel. Conversely, it should be noted that
wear or damage in suspension or steering
components may cause excessive tyre wear.
Out-of-round or out-of-true tyres, damaged
wheels and wheel bearing wear/
maladjustment also fall into this category.
Balancing will not usually cure vibration
caused by such wear.
13Wheel balancing may be carried out with
the wheel either on or off the vehicle. If
balanced on the vehicle, ensure that the
wheel-to-hub relationship is marked in some
way prior to subsequent wheel removal, so
that it may be refitted in its original position.1The driveshaft rubber gaiters are very
important, because they prevent dirt, water
and foreign material from entering and
damaging the constant velocity (CV) joints.
External contamination can cause the gaiter
material to deteriorate prematurely, so it’s a
good idea to wash the gaiters with soap and
water occasionally.
2With the vehicle raised and securely
supported on axle stands, turn the steering
onto full-lock, then slowly rotate each front
wheel in turn. Inspect the condition of the
outer constant velocity (CV) joint rubber
gaiters, squeezing the gaiters to open out the
folds. Check for signs of cracking, splits, or
deterioration of the rubber, which may allow
the escape of grease, and lead to the ingress
of water and grit into the joint (see
illustration). Also check the security and
condition of the retaining clips. Repeat these
checks on the inner CV joints. If any damage
or deterioration is found, the gaiters should be
renewed as described in Chapter 8.
3At the same time, check the general
condition of the outer CV joints themselves,
by first holding the driveshaft and attempting
to rotate the wheels. Repeat this check on the
inner joints, by holding the inner joint yoke
and attempting to rotate the driveshaft.
4Any appreciable movement in the CV joint
indicates wear in the joint, wear in the
driveshaft splines, or a loose driveshaft
retaining nut.
1With the engine cold (at least three hours
after the vehicle has been driven), check the
complete exhaust system, from its starting
point at the engine to the end of the tailpipe.
Ideally, this should be done on a hoist, where
unrestricted access is available; if a hoist is
not available, raise and support the vehicle on
axle stands.
2Check the pipes and connections for
21 Exhaust system check
20 Driveshaft rubber gaiter and
CV joint check
1•18
19.2C Check the condition of the steering
rack gaiters19.4 Checking for wear in the front
suspension and hub bearings20.2 Check the driveshaft gaiters by hand
for cracks and/or leaking grease
Every 10 000 miles
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evidence of leaks, severe corrosion, or
damage. Make sure that all brackets and
rubber mountings are in good condition, and
tight; if any of the mountings are to be
renewed, ensure that the replacements are of
the correct type (see illustration). Leakage at
any of the joints or in other parts of the system
will usually show up as a black sooty stain in
the vicinity of the leak. Note:Exhaust sealants
should not be used on any part of the exhaust
system upstream of the catalytic converter -
even if the sealant does not contain additives
harmful to the converter, pieces of it may
break off and foul the element, causing local
overheating.
3At the same time, inspect the underside of
the body for holes, corrosion, open seams,
etc. which may allow exhaust gases to enter
the passenger compartment. Seal all body
openings with silicone or body putty.
4Rattles and other noises can often be
traced to the exhaust system, especially the
rubber mountings. Try to move the system,
silencer(s) and catalytic converter. If any
components can touch the body or
suspension parts, secure the exhaust system
with new mountings.
5Check the running condition of the engine
by inspecting inside the end of the tailpipe;
the exhaust deposits here are an indication of
the engine’s state of tune. The inside of the
tailpipe should be dry, and should vary in
colour from dark grey to light grey/brown; if it
is black and sooty, or coated with white
deposits, the engine is in need of a thorough
fuel system inspection.
1With the vehicle raised and supported on
axle stands or over an inspection pit,
thoroughly inspect the underbody and wheel
arches for signs of damage and corrosion. In
particular, examine the bottom of the side
sills, and any concealed areas where mud can
collect. Where corrosion and rust is evident,press and tap firmly on the panel with a
screwdriver, and check for any serious
corrosion which would necessitate repairs. If
the panel is not seriously corroded, clean
away the rust, and apply a new coating of
underseal. Refer to Chapter 11 for more
details of body repairs.
2At the same time, inspect the PVC-coated
lower body panels for stone damage and
general condition.
3Inspect all of the fuel and brake lines on the
underbody for damage, rust, corrosion and
leakage. Also make sure that they are
correctly supported in their clips. Where
applicable, check the PVC coating on the
lines for damage.
Note:For detailed photographs of the brake
system, refer to Chapter 9.
1The work described in this Section should
be carried out at the specified intervals, or
whenever a defect is suspected in the braking
system. Any of the following symptoms could
indicate a potential brake system defect:
(a) The vehicle pulls to one side when the
brake pedal is depressed.
(b) The brakes make scraping or dragging
noises when applied.
(c) Brake pedal travel is excessive.
(d) The brake fluid requires repeated topping-
up.
2A brake pad wear warning light is fitted, and
it is illuminated when the thickness of the front
(or rear) disc brake pad linings reach the
minimum amount. However, a physical check
should be made to confirm the thickness of
the linings, as follows.
Disc brakes
3Jack up the front or rear of the vehicle, as
applicable, and support it on axle stands.
Where rear brake pads are fitted, also jack up
the rear of the vehicle and support on axle
stands.
4For better access to the brake calipers,
remove the wheels.
5Look through the inspection window in thecaliper, and check that the thickness of the
friction lining material on each of the pads is
not less than the recommended minimum
thickness given in the Specifications. Note:
Bear in mind that the lining material is normally
bonded to a metal backing plate.
6If it is difficult to determine the exact
thickness of the pad linings, or if you are at all
concerned about the condition of the pads,
then remove them from the calipers for further
inspection (refer to Chapter 9).
7Check the remaining brake caliper(s) in the
same way.
8If any one of the brake pads has worn down
to, or below, the specified limit, all fourpads
at that end of the car must be renewed as a
set (ie all the front pads or all the rear pads).
9Measure the thickness of the discs with a
micrometer, if available, to make sure that
they still have service life remaining. If any
disc is thinner than the specified minimum
thickness, renew it (refer to Chapter 9). In any
case, check the general condition of the
discs. Look for excessive scoring and
discolouration caused by overheating. If these
conditions exist, remove the relevant disc and
have it resurfaced or renewed (refer to
Chapter 9).
10Before refitting the wheels, check all
brake lines and hoses (refer to Chapter 9). In
particular, check the flexible hoses in the
vicinity of the calipers, where they are
subjected to most movement. Bend them
between the fingers (but do not actually bend
them double, or the casing may be damaged)
and check that this does not reveal
previously-hidden cracks, cuts or splits (see
illustration).
Rear drum brakes
11Chock the front wheels, then jack up the
rear of the vehicle and support on axle stands.
12For better access, remove the rear
wheels.
13To check the brake shoe lining thickness
without removing the brake drums, prise the
rubber plugs from the backplates, and use an
electric torch to inspect the linings of the
leading brake shoes (see illustration). Check
that the thickness of the lining material on the
23 Brake check
22 Underbody and fuel/brake
line check
1•19
121.2 If any of the exhaust system rubber
mountings are to be renewed, ensure that
the replacements are of the correct type -
their colour is a good guide. Those nearest
to the catalytic converter are more heat-
resistant than the others23.10 Checking the condition of a flexible
brake hose23.13 Prise the rubber plugs from the
backplates to inspect the leading brake
shoe linings
Every 000 miles
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brake shoes is not less than the
recommendation given in the Specifications.
14If it is difficult to determine the exact
thickness of the brake shoe linings, or if you
are at all concerned about the condition of the
shoes, then remove the rear drums for a more
comprehensive inspection (refer to Chapter 9)
(see illustration).
15With the drum removed, check the shoe
return and hold-down springs for correct
installation, and check the wheel cylinders for
leakage of brake fluid. Check the friction
surface of the brake drums for scoring and
discoloration. If excessive, the drum should
be resurfaced or renewed.
16Before refitting the wheels, check all
brake lines and hoses (refer to Chapter 9). On
completion, apply the handbrake and check
that the rear wheels are locked. The
handbrake is self-adjusting, and no manual
adjustment is possible.
1Check that the doors, bonnet and
tailgate/boot lid close securely. Check that
the bonnet safety catch operates correctly.
Check the operation of the door check straps.
2Lubricate the hinges, door check straps,
the striker plates and the bonnet catch
sparingly with a little oil or grease.1Apply the handbrake.
2Remove the wheel covers, using the flat
end of the wheelbrace supplied in the tool kit
(on models with the RS trim kit, it will be
necessary to unscrew the retaining bolts with
the special key).
3Check that the roadwheel nuts are tightened
to the specified torque wrench setting.
4Refit the wheel covers.
Check the operation and
performance of the braking
system
1Make sure that the vehicle does not pull to
one side when braking, and that the wheels
do not lock prematurely when braking hard.
2Check that there is no vibration through the
steering when braking.
3Check that the handbrake operates
correctly, without excessive movement of the
lever, and that it holds the vehicle stationary
on a slope.
4With the engine switched off, test the
operation of the brake servo unit as follows.
Depress the footbrake four or five times to
exhaust the vacuum, then start the engine. As
the engine starts, there should be a noticeable
“give” in the brake pedal as vacuum builds
up. Allow the engine to run for at least two
minutes, and then switch it off. If the brake
pedal is now depressed again, it should be
possible to detect a hiss from the servo as the
pedal is depressed. After about four or five
applications, no further hissing should be
heard, and the pedal should feel considerably
harder.
Steering and suspension
5Check for any abnormalities in the steering,
suspension, handling or road “feel”.
6Drive the vehicle, and check that there are
no unusual vibrations or noises.
7Check that the steering feels positive, with
no excessive sloppiness or roughness, andcheck for any suspension noises when
cornering and driving over bumps.
Drivetrain
8Check the performance of the engine,
transmission and driveshafts.
9Check that the engine starts correctly, both
when cold and when hot.
10Listen for any unusual noises from the
engine and transmission.
11Make sure that the engine runs smoothly
when idling, and that there is no hesitation
when accelerating.
12On manual transmission models, check
that all gears can be engaged smoothly
without noise, and that the gear lever action is
not abnormally vague or “notchy”.
13On automatic transmission models, make
sure that all gearchanges occur smoothly
without snatching, and without an increase in
engine speed between changes. Check that
all the gear positions can be selected with the
vehicle at rest. If any problems are found, they
should be referred to a Ford dealer.
14Listen for a metallic clicking sound from
the front of the vehicle as the vehicle is driven
slowly in a circle with the steering on full-lock.
Carry out this check in both directions. If a
clicking noise is heard, this indicates wear in a
driveshaft joint, in which case renew the joint
if necessary.
Clutch
15Check that the clutch pedal moves
smoothly and easily through its full travel, and
that the clutch itself functions correctly, with
no trace of slip or drag. If the movement is
uneven or stiff in places, check that the cable
is routed correctly, with no sharp turns.
16Inspect both ends of the clutch inner
cable, both at the gearbox end and inside the
car, for signs of wear and fraying.
17Check the pedal stroke as described in
Chapter 8, Section 3, and adjust if necessary.
Instruments and electrical
equipment
18Check the operation of all instruments
and electrical equipment.
19Make sure that all instruments read
correctly, and switch on all electrical
equipment in turn, to check that it functions
properly.
26 Road test
25 Roadwheel nut tightness
check
24 Door and bonnet check and
lubrication
1•20
23.14 If the lining is bonded to the brake
shoe, measure the lining thickness from
the outer surface to the metal shoe, as
shown here; if the lining is riveted to the
shoe, measure from the lining outer
surface to the rivet head
Every 20 000 miles
Every 20 000 miles or 2 years
1The air entering the vehicle’s ventilation
system is passed through a very fine pleated-
paper air filter element, which removes
particles of pollen, dust and other airborne
foreign matter. To ensure its continued
effectiveness, this filter’s element must be
renewed at regular intervals.2Remove the left-hand side windscreen
wiper arm (Chapter 12).
3Prise off their trim caps, then unscrew the two
screws securing the windscreen edge of the cowl
grille panel; open the bonnet and remove the
remaining three retaining screws (see illustration).
4Peel back the rubber seal and withdraw the
cowl grille panel.
5Releasing the clip at each end, lift out the
pollen filter housing, and withdraw the
element (see illustrations).6Wipe out the ventilation system intake and
the filter housing, removing any leaves, dead
insects etc.
7If carrying out a routine service, the element
must be renewed regardless of its apparent
condition. If you are checking the element for
any other reason, inspect its front surface; if it
is very dirty, renew the element. If it is only
moderately dusty, it can be re-used by
blowing it clean from the rear to the front
surface with compressed air. Because it is a
27 Ventilation system pollen
filter renewal
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