1993 FORD MONDEO sensor

Torque wrench settingsNm lbf ft
Radiator mounting bracket-to-subframe bolts . . . . . . . . . . . . . . . . . . . . 23 17
Fluid cooler pipe unions - automatic transmission . . . . . . . . . . . . . . . . . 23 17
Thermostat housing-to-cylinder head bolts . . . . . . . . . . . . . . . . . . . . . . 20 15
Water outlet-to-thermostat housing bolts . . . . . . . . . . . . . . . . . . . . . . . 8 to 11 6 to 8
Coolant temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 17
Coolant temperature gauge sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 6
Water pump bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 13
Water pump pulley bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 2A
Air conditioning compressor mounting bolts . . . . . . . . . . . . . . . . . . . . . 25 18
3•2 Cooling, heating and air conditioning systems
Engine cooling system
All vehicles covered by this manual employ
a pressurised engine cooling system with
thermostatically-controlled coolant circu-
lation. A water pump mounted on the drivebelt
end of the cylinder block/crankcase pumps
coolant through the engine. The coolant flows
around each cylinder and toward the
transmission end of the engine. Cast-in
coolant passages direct coolant around the
inlet and exhaust ports, near the spark
plug areas and close to the exhaust valve
guides.
A wax pellet type thermostat is located in a
housing at the transmission end of the engine.
During warm-up, the closed thermostat
prevents coolant from circulating through the
radiator. Instead, it returns through the
coolant metal pipe running across the front of
the engine to the radiator bottom hose and
the water pump. The supply to the heater is
made from the rear of the thermostat housing.
As the engine nears normal operating
temperature, the thermostat opens and allows
hot coolant to travel through the radiator,
where it is cooled before returning to the
engine.
The cooling system is sealed by a pressure-
type filler cap in the expansion tank. The
pressure in the system raises the boiling point
of the coolant, and increases the cooling
efficiency of the radiator. When the engine is
at normal operating temperature, the coolant
expands, and the surplus is displaced into the
expansion tank. When the system cools, the
surplus coolant is automatically drawn back
from the tank into the radiator.
Warning: DO NOT attempt to
remove the expansion tank filler
cap, or to disturb any part of the
cooling system, while it or the
engine is hot, as there is a very great risk
of scalding. If the expansion tank filler cap
must be removed before the engine and
radiator have fully cooled down (even
though this is not recommended) the
pressure in the cooling system must first
be released. Cover the cap with a thick
layer of cloth, to avoid scalding, and slowly
unscrew the filler cap until a hissing sound
can be heard. When the hissing hasstopped, showing that pressure is
released, slowly unscrew the filler cap
further until it can be removed; if more
hissing sounds are heard, wait until they
have stopped before unscrewing the cap
completely. At all times, keep well away
from the filler opening.
Warning: Do not allow antifreeze
to come in contact with your
skin, or with the painted surfaces
of the vehicle. Rinse off spills
immediately with plenty of water. Never
leave antifreeze lying around in an open
container, or in a puddle in the driveway or
on the garage floor. Children and pets are
attracted by its sweet smell, but antifreeze
is fatal if ingested.
Warning: If the engine is hot, the
electric cooling fan may start
rotating even if the engine is not
running, so be careful to keep
hands, hair and loose clothing well clear
when working in the engine compartment.
Heating system
The heating system consists of a blower fan
and heater matrix (radiator) located in the
heater unit, with hoses connecting the heater
matrix to the engine cooling system. Hot
engine coolant is circulated through the
heater matrix. When the heater temperature
control on the facia is operated, a flap door
opens to expose the heater box to the
passenger compartment. When the blower
control is operated, the blower fan forces air
through the unit according to the setting
selected.
Air conditioning system
See Section 11.
Warning: Do not allow antifreeze to come in
contact with your skin, or with the painted
surfaces of the vehicle. Rinse off spills
immediately with plenty of water. Antifreeze is
highly toxic if ingested. Never leave antifreeze
lying around in an open container, or in
puddles on the floor; children and pets are
attracted by its sweet smell, and may drink it.
Check with local authorities about disposing
of used antifreeze - many have collection
centres which will see that antifreeze is
disposed of safely.The cooling system should be filled with a
water/ethylene glycol-based antifreeze
solution, of a strength which will prevent
freezing down to at least -25°C, or lower if the
local climate requires it. Antifreeze also
provides protection against corrosion, and
increases the coolant boiling point.
The cooling system should be maintained
according to the schedule described in
Chapter 1. If antifreeze is used that is not to
Ford’s specification, old or contaminated
coolant mixtures are likely to cause damage,
and encourage the formation of corrosion and
scale in the system. Use distilled water with
the antifreeze, if available - if not, be sure to
use only soft water. Clean rainwater is
suitable.
Before adding antifreeze, check all hoses
and hose connections, because antifreeze
tends to leak through very small openings.
Engines don’t normally consume coolant, so if
the level goes down, find the cause and
correct it.
The exact mixture of antifreeze-to-water
which you should use depends on the
relative weather conditions. The mixture
should contain at least 40% antifreeze, but
not more than 70%. Consult the mixture
ratio chart on the antifreeze container
before adding coolant. Hydrometers are
available at most automotive accessory
shops to test the coolant. Use antifreeze
which meets the vehicle manufacturer’s
specifications.
Note:Refer to the warnings given in Section 1
of this Chapter before starting work.
1If the checks described in Chapter 1 reveal
a faulty hose, it must be renewed as follows
(see illustration).
2First drain the cooling system (see Chap-
ter 1); if the antifreeze is not due for renewal,
the drained coolant may be re-used, if it is
collected in a clean container.
3To disconnect any hose, use a pair of pliers
to release the spring clamps (or a screwdriver
to slacken screw-type clamps), then move
them along the hose clear of the union.
Carefully work the hose off its stubs. The
hoses can be removed with relative ease
when new - on an older car, they may have
stuck.
3 Cooling system hoses -
disconnection and renewal
2 Antifreeze - general information
1 General information
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Caution: Don’t drive the vehicle
without a thermostat. The lack of
a thermostat will slow warm-up
time. The engine management system’s
ECU will then stay in warm-up mode for
longer than necessary, causing emissions
and fuel economy to suffer.
9If the radiator top hose is hot, it means that
the coolant is flowing and the thermostat is
open. Consult the “Fault diagnosis”section at
the front of this manual to assist in tracing
possible cooling system faults.
Thermostat test
10If the thermostat remains in the open
position at room temperature, it is faulty, and
must be renewed as a matter of course.
11To test it fully, suspend the (closed)
thermostat on a length of string in a container
of cold water, with a thermometer beside it;
ensure that neither touches the side of the
container.
12Heat the water, and check the
temperature at which the thermostat begins to
open; compare this value with that specified.
Continue to heat the water until the
thermostat is fully open; the temperature at
which this should happen is stamped in the
unit’s end. Remove the thermostat and allow
it to cool down; check that it closes fully.
13If the thermostat does not open and close
as described, if it sticks in either position, or if
it does not open at the specified temperature,
it must be renewed.
Refitting
14Refitting is the reverse of the removal
procedure. Clean the mating surfaces
carefully, renew the thermostat’s sealing ring
if it is worn or damaged, then refit the
thermostat with its air bleed valve uppermost
(see illustration). Tighten the water outlet
bolts to the specified torque wrench setting.
15Refill the cooling system (see Chapter 1).
16Start the engine and allow it to reach
normal operating temperature, then check for
leaks and proper thermostat operation.
Note:Refer to the warnings given in Section 1
of this Chapter before starting work.
Testing
1The radiator cooling fan is controlled by the
engine management system’s ECU, acting on
the information received from the coolant
temperature sensor. Where twin fans or two-
speed fans are fitted, control is through a
resistor assembly, secured to the bottom left-
hand corner of the fan shroud - this can be
renewed separately if faulty.
2First, check the relevant fuses and relays
(see Chapter 12).
3To test the fan motor, unplug the electrical
connector, and use fused jumper wires to
connect the fan directly to the battery. If the
fan still does not work, renew the motor.
4If the motor proved sound, the fault lies in
the coolant temperature sensor (see Section 6
for testing details), in the wiring loom (see
Chapter 12 for testing details) or in the engine
management system (see Chapter 6).
Removal and refitting
5Disconnect the battery negative (earth) lead
(see Chapter 5, Section 1).
6Unbolt the resonator support bracket from
the engine compartment front crossmember.
Slacken the two clamp screws securing the
resonator to the air mass meter and plenum
chamber hoses, then swing the resonator up
clear of the thermostat housing (see Chapter 4).7Drain the cooling system (see Chapter 1).
8Remove the radiator top hose completely.
Disconnect the metal coolant pipe/hose from
the thermostat, and unbolt the coolant pipe
from the exhaust manifold heat shield.
9Unplug the cooling fan electrical
connector(s), then release all wiring and hoses
from the fan shroud.
10Unscrew the two nuts securing the fan
shroud, then lift the assembly to disengage it
from its bottom mountings and from the
radiator top edge (see illustrations).
11Withdraw the fan and shroud as an
assembly (see illustration).
12At the time of writing, the fan, motor and
shroud are available only as a complete
assembly, and must be renewed together if
faulty.
13Refitting is the reverse of the removal
procedure. Ensure that the shroud is settled
correctly at all four mounting points before
refitting and tightening the nuts.
Note:Refer to the warnings given in Section 1
of this Chapter before starting work.
Coolant temperature gauge
sender
Testing
1If the coolant temperature gauge is inopera-
tive, check the fuses first (see Chapter 12).
2If the gauge indicates Hot at any time,
consult the “Fault finding”section at the end
of this manual, to assist in tracing possible
cooling system faults.
3If the gauge indicates Hot shortly after the
engine is started from cold, unplug the
coolant temperature sender’s electrical
connector. If the gauge reading now drops,
renew the sender. If the reading remains high,
the wire to the gauge may be shorted to earth,
or the gauge is faulty.
4If the gauge fails to indicate after the engine
has been warmed up (approximately
10 minutes) and the fuses are known to be
sound, switch off the engine. Unplug the
6 Cooling system electrical
switches and sensors-
testing, removal and refitting
5 Radiator electric cooling
fan(s)- testing,
removal and refitting
3•4 Cooling, heating and air conditioning systems
4.14 Ensure thermostat is refitted as
shown
5.10A Fan shroud is secured at top by
mounting nut (A), at bottom by clip (B) . . .5.10B . . . and is hooked over radiator top
edge (one point arrowed)5.11 Removing radiator electric cooling
fan and shroud assembly
procarmanuals.com

sender’s electrical connector, and use a
jumper wire to connect the white/red wire to a
clean earth point (bare metal) on the engine.
Switch on the ignition without starting the
engine. If the gauge now indicates Hot, renew
the sender.
5If the gauge still does not work, the circuit
may be open, or the gauge may be faulty. See
Chapter 12 for additional information.
Removal
6Unbolt the resonator support bracket from
the engine compartment front crossmember.
Slacken the two clamp screws securing the
resonator to the air mass meter and plenum
chamber hoses, then swing the resonator up
clear of the thermostat housing (see Chap-
ter 4).
7Drain the cooling system (see Chapter 1).
8Disconnect the expansion tank coolant
hose and the radiator top hose from the
thermostat housing’s water outlet, then
disconnect the metal coolant pipe/hose from
the thermostat.
9Unplug the electrical connector from the
sender (see illustration).
10Unscrew the sender and withdraw it.
Refitting
11Clean as thoroughly as possible the
opening in the thermostat housing, then apply
a light coat of sealant to the sender’s threads.
Screw in the sender and tighten it to the
specified torque wrench setting, and plug in
its electrical connector.
12Reconnect the hoses and refit the
resonator, top-up the cooling system (see
Chapter 1) and run the engine. Check for
leaks and proper gauge operation.
Coolant temperature sensor
Testing
13Disconnect the battery negative (earth)
lead (see Chapter 5, Section 1).
14Unbolt the resonator support bracket
from the engine compartment front
crossmember. Slacken the two clamp screws
securing the resonator to the air mass meter
and plenum chamber hoses, then swing the
resonator up clear of the thermostat housing
(see Chapter 4).
15Unplug the electrical connector from the
sensor (see illustration).
16Using an ohmmeter, measure the
resistance between the sensor terminals.
Depending on the temperature of the sensor
tip, the resistance measured will vary, but
should be within the broad limits given in the
Specifications Section of this Chapter. If the
sensor’s temperature is varied - by removing
it (see below) and placing it in a freezer for a
while, or by warming it gently - its resistance
should alter accordingly.
17If the results obtained show the sensor to
be faulty, renew it.
18On completion, plug in the connector and
refit the resonator.
Removal
19Disconnect the battery negative (earth)
lead (see Chapter 5, Section 1).
20Unbolt the resonator support bracket
from the engine compartment front
crossmember. Slacken the two clamp screws
securing the resonator to the air mass meter
and plenum chamber hoses, then swing the
resonator up clear of the thermostat housing
(see Chapter 4).
21With the engine completely cool, remove
the expansion tank filler cap to release any
pressure, then refit the cap. Provided you
work swiftly and plug the opening as soon as
the sensor is unscrewed, coolant loss will thus
be minimised; this will avoid the draining of
the complete cooling system which would
otherwise be necessary (see Chapter 1).
22Unplug the electrical connector from the
sensor.
23Unscrew the sensor and withdraw it. If the
cooling system has not been drained, plug the
opening as quickly as possible.
Refitting
24Clean as thoroughly as possible the
opening in the thermostat housing, then apply
a light coat of sealant to the sensor’s threads.
Remove the material used to plug the sensor
hole (where applicable), and quickly install the
sensor to prevent coolant loss. Tighten the
sensor to the specified torque wrench setting,
and plug in its electrical connector.
25Refit the resonator, top-up the cooling
system (see Chapter 1) and run the engine,
checking for leaks.
Coolant low level switch
Testing
26The switch is a reed-type unit mounted in
the bottom of the cooling system expansion
tank, activated by a magnetic float. If the
coolant level falls to the “MIN” level or less,
the appropriate bulb lights in the warning
display.
27If the bulb fails to light during the 5-
second bulb test, check the bulb, and renew if
necessary as described in Chapter 12.
28To check the switch itself, unplug its
electrical connector, and use an ohmmeter to
measure the resistance across the switchterminals. With the float up, a resistance of
90 ohms should be measured; when it is
down, the resistance should increase to
approximately 150 kilohms.
29If the results obtained from the check are
significantly different from those expected,
the switch is faulty, and must be renewed.
30If the switch and bulb are proven to be
sound, the fault must be in the wiring or in the
auxiliary warning control assembly (see
Chapter 12).
Removal
31Disconnect the battery negative (earth)
lead (see Chapter 5, Section 1).
32Remove the expansion tank (see Sec-
tion 7).
33Unplug the switch electrical connector.
34Release the switch by twisting its retainer
anti-clockwise, then withdraw it.
Refitting
35Refitting is the reverse of the removal
procedure. Refill the cooling system (see
Chapter 1). Start the engine, and check for
coolant leaks when it is fully warmed-up.
Note:Refer to the warnings given in Section 1
of this Chapter before starting work.
Radiator
Removal
Note:If leakage is the reason for removing the
radiator, bear in mind that minor leaks can
often be cured using a radiator sealant with
the radiator in situ.
1Remove the radiator fan and shroud
assembly (see Section 5).
2Disconnect the bottom hose from the
radiator.
3If the vehicle has automatic transmission,
disconnect the fluid cooler lines, and plug the
lines and fittings.
4If the vehicle has air conditioning, unscrew
the condenser mounting nuts or bolts, detach
the condenser from the radiator, and tie it to
the engine compartment front crossmember.
7 Radiator and expansion tank -
removal, inspection and refitting
Cooling, heating and air conditioning systems 3•5
3
6.9 Location (arrowed) of coolant
temperature gauge sender6.15 Location (arrowed) of coolant
temperature sensor
procarmanuals.com

Chapter 4 Fuel and exhaust systems
Accelerator cable (models with traction control) -
removal, refitting and adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 6
Accelerator cable (models without traction control) -
removal, refitting and adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 5
Accelerator pedal - removal and refitting . . . . . . . . . . . . . . . . . . . . . 7
Air cleaner assembly/air intake components - removal and refitting . 4
Air filter element renewal . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
Catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 6
Exhaust manifold - removal and refitting . . . . . . . . . . . See Chapter 2A
Exhaust system - general information and component renewal . . . . 17
Exhaust system check . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
Fuel cut-off switch - removal and refitting . . . . . . . . . . . . . . . . . . . . 13
Fuel filter renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
Fuel injection system/engine management system - check . . . . . . . 15
Fuel injection system/engine management system - general . . . . . 14Fuel lines and fittings - general information . . . . . . . . . . . . . . . . . . . 3
Fuel pump/fuel gauge sender unit - removal and refitting . . . . . . . . 9
Fuel pump/fuel pressure - check . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Fuel system - depressurisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel system components - check and renewal . . . . . . . . . . . . . . . . 16
Fuel tank - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Fuel tank cleaning and repair - general information . . . . . . . . . . . . . 11
General information and precautions . . . . . . . . . . . . . . . . . . . . . . . . 1
Idle speed and mixture check and adjustment . . . . . . See Section 14
Inlet manifold - removal and refitting . . . . . . . . . . . . . . See Chapter 2A
Oxygen sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 6
Roll-over valves - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . 12
Underbody fuel/brake line check . . . . . . . . . . . . . . . . . See Chapter 1
Underbonnet hose check . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
General
Idle speed:
Regulated - nominal (± 50 rpm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 830 to 880 rpm*
Unregulated - base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1500 rpm*
Idle mixture (CO level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Not available
* Given for reference only - not adjustable.
Rev limiter operation
Fuel injectors shut off at:
Automatic transmission, position “N” selected . . . . . . . . . . . . . . . . . . 4100 rpm
Automatic transmission, any other position selected . . . . . . . . . . . . . 6800 rpm (approximately)
Manual transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6800 to 7100 rpm
Fuel pressure
Regulated fuel pressure - engine running at idle speed:
Pressure regulator vacuum hose connected . . . . . . . . . . . . . . . . . . . 2.1 ± 0.2 bars
Pressure regulator vacuum hose disconnected . . . . . . . . . . . . . . . . . 2.7 ± 0.2 bars
Note:When the ignition is switched off, the system should hold 1.8 bars for 5 minutes. If the engine is hot, the pressure may rise to maximum of
2.7 bars during this check. Pressure regulator (when reconnected) should prevent any higher pressure being reached.
Fuel injectors
Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.7 to 15.2 ohms
Idle speed control valve
Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 to 14 ohms
Idle-increase solenoid valve
Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 to 120 ohms
Torque wrench settingsNm lbf ft
Plenum chamber-to-inlet manifold fasteners . . . . . . . . . . . . . . . . . . . . . 4 3
Throttle housing-to-inlet manifold screws . . . . . . . . . . . . . . . . . . . . . . . 10 7
Idle speed control valve bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 4
Fuel pressure regulator bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 4
Fuel injector bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 4
Fuel rail-to-inlet manifold bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 7
Fuel feed and return line threaded couplings at fuel rail . . . . . . . . . . . . . 24 to 30 17 to 22
All exhaust system nuts and bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 to 45 30 to 33
4•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
4
procarmanuals.com

This Chapter is concerned with those
features of the engine management system
that supply clean fuel and air to the engine,
meter it in the required proportions, and
dispose of the results. Since the emission
control sub-systems modify the functions of
both the fuel and exhaust sub-systems, all of
which are integral parts of the whole engine
management system, there are many cross-
references to Chapters 5 and 6. Information
on the electronic control system, its fault
diagnosis, sensors and actuators, is given in
Chapter 6.
The air intake system consists of several
plastics components designed to eliminate
induction roar as much as possible. The air
intake tube (opening behind the direction
indicator/headlight assembly) is connected,
via small and large resonators located under
the front left-hand wing, to the air cleaner
assembly in the engine compartment. Once it
has passed through the filter element and the
air mass meter, the air enters the plenum
chamber mounted above the throttle housing
and inlet manifold; the resonator mounted in
the engine compartment further reduces noise
levels.
The fuel system consists of a plastic tank
(mounted under the body, beneath the rear
seats), combined metal and plastic fuel hoses,
an electric fuel pump mounted in the fuel tank,
and an electronic fuel injection system.
The exhaust system consists of an exhaust
manifold, the front downpipe and catalytic
converter and, on production-fit systems, a
rear section incorporating two or three
silencers and the tailpipe assembly. The
service replacement exhaust system consists
of three or four sections: the front
downpipe/catalytic converter, the
intermediate pipe and front silencer, and the
tailpipe and rear silencer. On some versions,
the tailpipe is in two pieces, with two rear
silencers. The system is suspended
throughout its entire length by rubber
mountings.
Extreme caution should be exercised when
dealing with either the fuel or exhaust
systems. Fuel is a primary element for
combustion. Be very careful! The exhaust
system is an area for exercising caution, as it
operates at very high temperatures. Serious
burns can result from even momentary
contact with any part of the exhaust system,
and the fire risk is ever-present. The catalytic
converter in particular runs at very high
temperatures - refer to the information in
Chapter 6.
Warning: Many of the procedures
in this Chapter require the
removal of fuel lines and
connections, which may result in
some fuel spillage. Petrol is extremely
flammable, so take extra precautionswhen 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. Before carrying out any operation
on the fuel system, refer also to the
precautions given in “Safety first!” at the
beginning of this manual, and follow them
implicitly. Petrol is a highly-dangerous and
volatile liquid, and the precautions
necessary when handling it cannot be
overstressed.
Warning: The fuel system will
remain pressurised for long
periods of time after the engine is
switched off - this pressure must
be released before any part of the system
is disturbed. 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.
1The fuel system referred to in this Chapter
is defined as the fuel tank and tank-mounted
fuel pump/fuel gauge sender unit, the fuel
filter, the fuel injectors and the pressure
regulator in the injector rail, and the metal
pipes and flexible hoses of the fuel lines
between these components. All these contain
fuel, which will be under pressure while the
engine is running and/or while the ignition is
switched on.
2The pressure will remain for some time after
the ignition has been switched off, and must
be relieved before any of these components is
disturbed for servicing work.
3The simplest method is simply to
disconnect the fuel pump’s electrical supply
while the engine is running - either by
removing the fuel pump fuse (number 14), or
by lifting the red button on the fuel cut-off
switch (see Section 13) - and to allow the
engine to idle until it dies through lack of fuel
pressure. Turn the engine over once or twice
on the starter to ensure that all pressure is
released, then switch off the ignition; do not
forget to refit the fuse (or depress the redbutton, as appropriate) when work is
complete.
4The Ford method of depressurisation is to
use service tool 29-033 fitted to the fuel rail
pressure test/release fitting - a Schrader-type
valve with a blue plastic cap, located on the
union of the fuel feed line and the fuel rail - to
release the pressure, using a suitable
container and wads of rag to catch the spilt
fuel. Do notsimply depress the valve core to
release fuel pressure - droplets of fuel will
spray out, with a consequent risk of fire, and
of personal injury through fuel getting into
your eyes.
Warning: Either 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.
5Note that, once the fuel system has been
depressurised and drained (even partially), it
will take significantly longer to restart the
engine - perhaps several seconds of cranking
- before the system is refilled and pressure
restored.
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.
Disconnecting and connecting
quick-release couplings
1Quick-release couplings are employed at all
unions in the fuel feed and return lines.
2Before disconnecting any fuel system
component, relieve the residual pressure in
the system (see Section 2), and equalise tank
pressure by removing the fuel filler cap.
Warning: This procedure will
merely relieve the increased
pressure necessary for the
engine to run - remember that
fuel will still be present in the system
components, and take precautions
accordingly before disconnecting any of
them.
3 Fuel lines and fittings-
general information
2 Fuel system - depressurisation
1 General information and
precautions
4•2 Fuel and exhaust systems
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3Release the protruding locking lugs on each
union, by squeezing them together and
carefully pulling the coupling apart. Use rag to
soak up any spilt fuel. Where the unions are
colour-coded, the pipes cannot be confused.
Where both unions are the same colour, note
carefully which pipe is connected to which,
and ensure that they are correctly
reconnected on refitting (see illustration).
4To reconnect one of these couplings, press
them together until the locking lugs snap into
their groove. Switch the ignition on and off
five times to pressurise the system, and check
for any sign of fuel leakage around the
disturbed coupling before attempting to start
the engine.
Checking
5Checking procedures for the fuel lines are
included in Chapter 1.
Component renewal
6If you must renew any damaged sections,
use original-equipment replacement hoses or
pipes, constructed from exactly the same
material as the section you are replacing. Do
not install substitutes constructed from
inferior or inappropriate material, or you could
cause a fuel leak or a fire.
7Before detaching or disconnecting any part
of the fuel system, note the routing of all
hoses and pipes, and the orientation of all
clamps and clips. Replacement sections must
be installed in exactly the same manner.8Before disconnecting any part of the fuel
system, be sure to relieve the fuel system
pressure (see Section 2), and equalise tank
pressure by removing the fuel filler cap. Also
disconnect the battery negative (earth) lead -
see Chapter 5, Section 1. Cover the fitting
being disconnected with a rag, to absorb any
fuel that may spray out.
Air cleaner assembly
1Disconnect the battery negative (earth) lead
- see Chapter 5, Section 1.
2Unclip the air mass meter from the air
cleaner cover (see Chapter 6).
3Disconnect the crankcase breather hose,
either from the air cleaner housing or from the
cylinder head cover union (see illustration).
4Remove the rubber retaining band (see
illustration). Withdraw the air cleaner
assembly, lifting it upwards out of its
grommets, and releasing it from the rubber
connector sleeve in the inner wing panel.
5Refitting is the reverse of the removal
procedure. Ensure that the housing pegs seat
correctly in their grommets, and that the
intake mouth is fully engaged inside the
connector sleeve (see illustration).
Air intake components
Note:Depending on the reason for removal,
these components can be removed either
individually, or as one assembly. For example,
unplugging the two electrical connectors and
disconnecting the vacuum hose (where fitted),
will allow the air cleaner assembly cover to be
removed with the air mass meter, the
resonator and the plenum chamber.
Air mass meter
6Refer to Section 4 of Chapter 6.
Resonator (engine compartment)
7Unbolt the resonator support bracket from
the engine compartment front crossmember.
Slacken the two clamp screws securing the
resonator to the air mass meter and plenum
chamber hoses. Swing the resonator clear of
the thermostat housing, and unplug the intake
air temperature sensor’s electrical connector
(see illustration). Withdraw the resonator.
8Refitting is the reverse of the removal
procedure.
Plenum chamber
9Prising out the rubber plugs covering them,
undo the chamber’s fasteners (see
illustration). Slacken the clamp screw
securing the chamber to the resonator hose.
10Lift the chamber and (where fitted)
disconnect the vacuum hose from its
underside. Withdraw the chamber - note the
two rubber spacers (one on each throttle
4 Air cleaner assembly and air
intake components -
removal and refitting
Fuel and exhaust systems 4•3
4
4.5 Ensure air filter housing intake mouth
is fully engaged inside connector sleeve4.7 Unplugging intake air temperature
sensor’s electrical connector4.9 Plenum chamber fasteners (arrowed) -
four shown here, some vehicles may only
have three
3.3 Disconnect fuel line quick-release
couplings by squeezing together protruding
locking lugs and pulling coupling apart4.3 Disconnecting the crankcase breather
hose from the cylinder head union4.4 Remove rubber retaining band to
withdraw air cleaner assembly
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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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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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