1993 FORD MONDEO key battery

specifications were available from Ford, but a
typical reading would be in excess of 12 bars.
All cylinders should produce very similar
pressures; any difference greater than 10%
indicates the existence of a fault. Note that the
compression should build up quickly in a
healthy engine; low compression on the first
stroke, followed by gradually-increasing
pressure on successive strokes, indicates worn
piston rings. A low compression reading on the
first stroke, which does not build up during
successive strokes, indicates leaking valves or a
blown head gasket (a cracked head could also
be the cause). Deposits on the undersides of the
valve heads can also cause low compression.
8If the pressure in any cylinder is
considerably lower than the others, introduce
a teaspoonful of clean oil into that cylinder
through its spark plug hole, and repeat the
test.
9If the addition of oil temporarily improves
the compression pressure, this indicates that
bore or piston wear is responsible for the
pressure loss. No improvement suggests that
leaking or burnt valves, or a blown head
gasket, may be to blame.
10A low reading from two adjacent cylinders
is almost certainly due to the head gasket
having blown between them; the presence of
coolant in the engine oil will confirm this.
11If one cylinder is about 20 percent lower
than the others and the engine has a slightly
rough idle, a worn camshaft lobe or faulty
hydraulic tappet could be the cause.
12If the compression is unusually high, the
combustion chambers are probably coated
with carbon deposits. If this is the case, the
cylinder head should be removed and
decarbonised.
13On completion of the test, refit the spark
plugs, then reconnect the ignition system and
fuel pump.
General
1Top Dead Centre (TDC) is the highest point
in its travel up-and-down its cylinder bore
that each piston reaches as the crankshaftrotates. While each piston reaches TDC both
at the top of the compression stroke and
again at the top of the exhaust stroke, for the
purpose of timing the engine, TDC refers to
the piston position (usually No 1 piston) at the
top of its compression stroke.
2It is useful for several servicing procedures
to be able to position the engine at TDC.
3No 1 piston and cylinder are at the right-
hand (timing belt) end of the engine (right-
and left-hand are always quoted as seen from
the driver’s seat). Note that the crankshaft
rotates clockwise when viewed from the
right-hand side of the vehicle.
Locating TDC
4Remove all the spark plugs (Chapter 1).
5Disconnect both battery leads - see
Chapter 5, Section 1 - unless the starter
motor is to be used to turn the engine.
6Apply the handbrake and ensure that the
transmission is in neutral, then jack up the
front right-hand side of the vehicle and
support on an axle stand. Remove the
roadwheel.
7Remove the auxiliary drivebelt cover (see
Chapter 1) to expose the crankshaft pulley
and timing marks.
8It is best to rotate the crankshaft using a
spanner applied to the crankshaft pulley bolt;
however, it is possible also to use the starter
motor (switched on either by an assistant
using the ignition key, or by using a remote
starter switch) to bring the engine close to
TDC, then finish with a spanner. If the starter
is used, be sure to disconnect the battery
leads immediately it is no longer required.
9Note the two pairs of notches in the inner
and outer rims of the crankshaft pulley. In the
normal direction of crankshaft rotation
(clockwise, seen from the right-hand side of the
vehicle) the first pair of notches are irrelevant to
the vehicles covered in this manual, while the
second pair indicate TDC when aligned with
the rear edge of the raised mark on the sump.
Rotate the crankshaft clockwise until the
second pair of notches align with the edge of
the sump mark; use a straight edge extended
out from the sump if greater accuracy is
required (see illustrations).10Nos 1 and 4 cylinders are now at TDC,
one of them on the compression stroke.
Remove the oil filler cap; if No 4 cylinder
exhaust cam lobe is pointing to the rear of the
vehicle and slightly downwards, it is No 1
cylinder that is correctly positioned. If the
lobe is pointing horizontally forwards, rotate
the crankshaft one full turn (360°) clockwise
until the pulley notches align again, and the
lobe is pointing to the rear and slightly down.
No 1 cylinder will then be at TDC on the
compression stroke.
11Once No 1 cylinder has been positioned
at TDC on the compression stroke, TDC for
any of the other cylinders can then be located
by rotating the crankshaft clockwise 180° at a
time and following the firing order (see
Specifications).
12An alternative method of locating TDC is
to remove the cylinder head cover (see
Section 5) and to rotate the crankshaft
(clockwise, as described in paragraph 8
above) until the inlet valves for the cylinder
concerned have opened and just closed
again. Insert a length of wooden dowel
(approximately 150 mm/6 in long) or similar
into the spark plug hole until it rests on the
piston crown, and slowly further rotate the
crankshaft (taking care not to allow the dowel
to be trapped in the cylinder) until the dowel
stops rising - the piston is now at the top of
its compression stroke, and the dowel can be
removed.
13There is a “dead” area around TDC (as
the piston stops rising, pauses and then
begins to descend) which makes difficult the
exact location of TDC by this method; if
accuracy is required, either establish carefully
the exact mid-point of the dead area, or refer
to the timing marks (paragraph 9 above).
1Unplug the two electrical connectors and
disconnect the vacuum hose (where fitted),
then remove the air cleaner assembly cover
with the air mass meter, the resonator and the
plenum chamber (see Chapter 4).
2Disconnect the accelerator cable from the
5 Cylinder head cover-
removal and refitting
4 Top Dead Centre (TDC) for
No 1 piston - locating
2A•6 In-car engine repair procedures
4.9A Do not use crankshaft pulley’s first
pair of notches “A” - align second pair of
notches “B” with raised rib on sump “C” . . .4.9B . . . using a straight edge extended
out from the sump (arrowed) if greater
accuracy is required5.4 Disconnecting crankcase breather
hose from cylinder head cover union
procarmanuals.com

1With the vehicle parked on firm level
ground, open the bonnet and disconnect the
battery negative (earth) lead - see Chapter 5,
Section 1 (see illustration).
2Unbolt the power steering high-pressure
pipe from the cylinder head rear support
plate/engine lifting eye, and from the front
support plate/pump bracket.
3Unscrew the six nuts securing the
engine/transmission right-hand mounting
bracket, then withdraw the bracket.
4Slacken the water pump pulley bolts.5Remove the cylinder head cover (see
Section 5).
6Remove the spark plugs, covering their
holes with clean rag, to prevent dirt or other
foreign bodies from dropping in (see Chap-
ter 1).
7Remove the auxiliary drivebelt (see Chap-
ter 1).
8Rotate the crankshaft clockwise until the
second pair of notches in the pulley rim align
with the edge of the sump mark, so that Nos
1 and 4 cylinders are at TDC (see Section 4).9Unbolt and remove the water pump pulley
and the auxiliary drivebelt idler pulley.
10Obtain Ford service tool 21-162, or
fabricate a substitute from a strip of metal
5 mm thick (while the strip’s thickness is
critical, its length and width are not, but
should be approximately 180 to 230 mm by
20 to 30 mm). Check that Nos 1 and 4
cylinders are at Top Dead Centre (TDC) - No 1
on the compression stroke - by resting this
tool on the cylinder head mating surface, and
sliding it into the slot in the left-hand end of
both camshafts (see illustration). The tool
should slip snugly into both slots while resting
on the cylinder head mating surface; if one
camshaft is only slightly out of alignment, it is
permissible to use an open-ended spanner to
rotate the camshaft gently and carefully until
the tool will fit.
11If both camshaft slots (they are machined
significantly off-centre) are below the level of
the cylinder head mating surface, rotate the
crankshaft through one full turn clockwise
and fit the tool again; it should now fit as
described in the previous paragraph.
12With the camshaft aligning tool remaining
in place, remove the crankshaft pulley. Do not
use the locked camshafts to prevent the
crankshaft from rotating - use only the locking
methods described in Section 8.
13Remove the timing belt lower and middle
covers (see Section 9).
14With the camshaft aligning tool still in
place, slacken the tensioner bolt, and use an
Allen key inserted into its centre to rotate the
tensioner clockwise as far as possible away
from the belt; retighten the bolt to secure the
tensioner clear of the timing belt (see
illustration).
15If the timing belt is to be re-used, use
white paint or similar to mark its direction of
rotation, and note from the manufacturer’s
markings which way round it is fitted.
Withdraw the belt (see illustration). Do not
rotate the crankshaft until the timing belt is
refitted.
16If the belt is being removed for reasons
other than routine renewal, check it carefully
for any signs of uneven wear, splitting, cracks
(especially at the roots of the belt teeth) or
In-car engine repair procedures 2A•11
2A
10.10 Fit camshaft aligning tool to ensure
engine is locked with Nos 1 and 4 cylinders
at TDC10.14 Slacken tensioner bolt, and use
Allen key to rotate tensioner away from
timing belt . . .10.15 . . . then withdraw timing belt
10.1 Timing belt and cover details
1 Timing belt upper cover
2 Inlet camshaft toothed pulley
3 Exhaust camshaft toothed pulley
4 Timing belt
5 Timing belt tensioner
6 Crankshaft toothed pulley
7 Timing belt middle cover
8 Timing belt lower cover
9 Crankshaft pulley
10 Water pump pulley
procarmanuals.com

General information
The engine electrical systems include all
ignition, charging and starting components.
Because of their engine-related functions,
these components are discussed separately
from body electrical devices such as the
lights, the instruments, etc (which are
included in Chapter 12).
Precautions
Always observe the following precautions
when working on the electrical system:
(a) Be extremely careful when servicing
engine electrical components. They are
easily damaged if checked, connected or
handled improperly.
(b) Never leave the ignition switched on for
long periods of time when the engine is
not running.
(c) Don’t disconnect the battery leads while
the engine is running.
(d) Maintain correct polarity when connecting
a battery lead from another vehicle during
jump starting - see the “Booster battery
(jump) starting” section at the front of this
manual.
(e) Always disconnect the negative lead first,
and reconnect it last, or the battery may
be shorted by the tool being used to
loosen the lead clamps (see illustration).
It’s also a good idea to review the safety-
related information regarding the engine
electrical systems located in the “Safety first!”
section at the front of this manual, before
beginning any operation included in this Chapter.
Battery disconnection
Several systems fitted to the vehicle require
battery power to be available at all times, either
to ensure their continued operation (such as
the clock) or to maintain control unit memories
(such as that in the engine management
system’s ECU) which would be wiped if the
battery were to be disconnected. Whenever thebattery is to be disconnected therefore, first
note the following, to ensure that there are no
unforeseen consequences of this action:
(a) First, on any vehicle with central locking, it
is a wise precaution to remove the key
from the ignition, and to keep it with you,
so that it does not get locked in if the
central locking should engage accidentally
when the battery is reconnected!
(b) The engine management system’s ECU will
lose the information stored in its memory -
referred to by Ford as the “KAM” (Keep-
Alive Memory) - when the battery is
disconnected. This includes idling and
operating values, and any fault codes
detected - in the case of the fault codes, if it
is thought likely that the system has
developed a fault for which the
corresponding code has been logged, the
vehicle must be taken to a Ford dealer for
the codes to be read, using the special
diagnostic equipment necessary for this (see
Chapter 6). Whenever the battery is
disconnected, the information relating to idle
speed control and other operating values will
have to be re-programmed into the unit’s
memory. The ECU does this by itself, but
until then, there may be surging, hesitation,
erratic idle and a generally inferior level of
performance. To allow the ECU to relearn
these values, start the engine and run it as
close to idle speed as possible until it
reaches its normal operating temperature,
then run it for approximately two minutes at
1200 rpm. Next, drive the vehicle as far as
necessary - approximately 5 miles of varied
driving conditions is usually sufficient - to
complete the relearning process.
(c) If the battery is disconnected while the
alarm system is armed or activated, the
alarm will remain in the same state when
the battery is reconnected. The same
applies to the engine immobiliser system
(where fitted).
(d) If a trip computer is in use, any
information stored in memory will be lost.
(e) If a Ford “Keycode” audio unit is fitted,
and the unit and/or the battery is
disconnected, the unit will not function
again on reconnection until the correct
security code is entered. Details of thisprocedure, which varies according to the
unit and model year, are given in the
“Ford Audio Systems Operating Guide”
supplied with the vehicle when new, with
the code itself being given in a “Radio
Passport” and/or a “Keycode Label” at
the same time. Ensure you have the
correct code before you disconnect the
battery. For obvious security reasons, the
procedure is not given in this manual. If
you do not have the code or details of the
correct procedure, but can supply proof
of ownership and a legitimate reason for
wanting this information, the vehicle’s
selling dealer may be able to help.
Devices known as “memory-savers” (or
“code-savers”) can be used to avoid some of
the above problems. Precise details vary
according to the device used. Typically, it is
plugged into the cigarette lighter, and is
connected by its own wires to a spare battery;
the vehicle’s own battery is then disconnected
from the electrical system, leaving the
“memory-saver” to pass sufficient current to
maintain audio unit security codes and ECU
memory values, and also to run permanently-
live circuits such as the clock, all the while
isolating the battery in the event of a short-
circuit occurring while work is carried out.
Warning: Some of these devices
allow a considerable amount of
current to pass, which can mean
that many of the vehicle’s systems are still
operational when the main battery is
disconnected. If a “memory-saver” is used,
ensure that the circuit concerned is
actually “dead” before carrying out any
work on it!
Note:See also the relevant Sections of
Chapter 1.
1Disconnect the battery leads, negative
(earth) lead first - see Section 1.
2Remove the battery hold-down clamp (see
illustrations).
3Lift out the battery. Be careful - it’s heavy.
4While the battery is out, inspect the tray for
corrosion (see Chapter 1).
2 Battery- removal and refitting
1 General information,
precautions and battery
disconnection
5•2 Engine electrical systems
1.2 Always disconnect battery - negative
(earth) lead first - to prevent the possibility
of short-circuits2.2A Unscrew hold-down nuts (one of two
arrowed) . . .2.2B . . . and withdraw hold-down clamp
to release battery
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5Undo the sensor’s retaining screw and
withdraw the sensor. The sensor’s bracket
cannot be unbolted from the cylinder
block/crankcase unless the transmission and
flywheel/driveplate have been removed (see
Chapter 2).
6Refitting is the reverse of the removal
procedure.
General information
The charging system includes the
alternator, an internal voltage regulator, a no-
charge (or “ignition”) warning light, the
battery, and the wiring between all the
components. The charging system supplies
electrical power for the ignition system, the
lights, the radio, etc. The alternator is driven
by the auxiliary drivebelt at the front (right-
hand end) of the engine.
The purpose of the voltage regulator is to
limit the alternator’s voltage to a preset value.
This prevents power surges, circuit overloads,
etc., during peak voltage output.
The charging system doesn’t ordinarily
require periodic maintenance. However, the
drivebelt, battery and wires and connections
should be inspected at the intervals outlined
in Chapter 1.
The dashboard warning light should come
on when the ignition key is turned to positions
“II” or “III”, then should go off immediately the
engine starts. If it remains on, or if it comes on
while the engine is running, there is a
malfunction in the charging system (see
Section 11). If the light does not come on
when the ignition key is turned, and the bulb is
sound (see Chapter 12), there is a fault in the
alternator.
Precautions
Be very careful when making electrical
circuit connections to a vehicle equipped with
an alternator, and note the following:
(a) When reconnecting wires to the alternator
from the battery, be sure to note the
polarity.
(b) Before using arc-welding equipment to
repair any part of the vehicle, disconnect
the wires from the alternator and the
battery terminals.
(c) Never start the engine with a battery
charger connected.
(d) Always disconnect both battery leads
before using a battery charger.
(e) The alternator is driven by an engine
drivebelt which could cause serious injury
if your hand, hair or clothes become
entangled in it with the engine running.
(f) Because the alternator is connected
directly to the battery, it could arc or
cause a fire if overloaded or shorted-out.
(g) Wrap a plastic bag over the alternator,
and secure it with rubber bands, beforesteam-cleaning or pressure-washing the
engine.
(h) Never disconnect the alternator terminals
while the engine is running.
1If a malfunction occurs in the charging
circuit, don’t automatically assume that the
alternator is causing the problem. First check
the following items:
(a) Check the tension and condition of the
auxiliary drivebelt - renew it if it is worn or
deteriorated (see Chapter 1).
(b) Ensure the alternator mounting bolts and
nuts are tight.
(c) Inspect the alternator wiring harness and
the electrical connections at the
alternator; they must be in good
condition, and tight.
(d) Check the large main fuses in the engine
compartment (see Chapter 12). If any is
blown, determine the cause, repair the
circuit and renew the fuse (the vehicle
won’t start and/or the accessories won’t
work if the fuse is blown).
(e) Start the engine and check the alternator
for abnormal noises - for example, a
shrieking or squealing sound may indicate
a badly-worn bearing or brush.
(f) Make sure that the battery is fully-charged
- one bad cell in a battery can cause
overcharging by the alternator.
(g) Disconnect the battery leads (negative
first, then positive). Inspect the battery
posts and the lead clamps for corrosion.
Clean them thoroughly if necessary (see
Section 3 and Chapter 1). Reconnect the
lead to the negative terminal.
(h) With the ignition and all accessories
switched off, insert a test light between
the battery negative post and the
disconnected negative lead clamp:
(1) If the test light does not come on, re-
attach the clamp and proceed to the next
step.
(2) If the test light comes on, there is a short
in the electrical system of the vehicle. The
short must be repaired before the
charging system can be checked.
(3) To find the short, disconnect the
alternator wiring harness:
(a) If the light goes out, the alternator is
at fault.
(b) If the light stays on, remove each fuse
until it goes out - this will tell you
which component is short-circuited.
2Using a voltmeter, check the battery
voltage with the engine off. It should be
approximately 12 volts.
3Start the engine and check the battery
voltage again. Increase engine speed until the
voltmeter reading remains steady; it should
now be approximately 13.5 to 14.6 volts.
4Switch on as many electrical accessories
(eg the headlights, heated rear window andheater blower) as possible, and check that the
alternator maintains the regulated voltage at
around 13 to 14 volts. The voltage may drop
and then come back up; it may also be
necessary to increase engine speed slightly,
even if the charging system is working
properly.
5If the voltage reading is greater than the
specified charging voltage, renew the voltage
regulator (see Section 13).
6If the voltmeter reading is less than that
specified, the fault may be due to worn
brushes, weak brush springs, a faulty voltage
regulator, a faulty diode, a severed phase
winding, or worn or damaged slip rings. The
brushes and slip rings may be checked (see
Section 13), but if the fault persists, the
alternator should be renewed or taken to an
auto-electrician for testing and repair.
1Disconnect the battery negative (earth) lead
- see Section 1.
2Remove the plenum chamber (see Chap-
ter 4).
3Unscrew the nuts to disconnect the wiring
from the alternator (see illustration). If
additional working clearance is required, undo
the right-hand of the three screws securing
the wiring “rail” to the rear of the inlet
manifold.
4Jack up and support the front right-hand
corner of the vehicle. Remove the auxiliary
drivebelt and the engine oil filter - place a wad
of rag to soak up the spilled oil (see Chap-
ter 1). Rather than refit a used filter, you are
advised to drain the engine oil, and then to fit
a new filter and refill the engine with clean oil
on reassembly. Where an engine oil cooler is
fitted, it may prove necessary to remove this
as well, to provide the clearance necessary to
remove the alternator (see Chapter 2, Part A).
5Unscrew the two bolts securing the power
steering system pipes to the right-hand side
of the front suspension subframe. With the
front wheels in the straight-ahead position,
disconnect the right-hand track rod end from
the steering knuckle (see Chapter 10).
6Remove the mounting bolts and nuts (one
12 Alternator-
removal and refitting
11 Charging system- testing
10 Charging system - general
information and precautions
Engine electrical systems 5•5
5
12.3 Disconnecting alternator wiring
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at the top, two at the bottom). Withdraw the
alternator from the engine, and manoeuvre it
out through the wheel arch (see illustration).
Do not drop it, it is fragile.
7If you are renewing the alternator, take the
old one with you when purchasing a
replacement unit. Make sure that the new or
rebuilt unit is identical to the old alternator.
Look at the terminals - they should be the
same in number, size and location as the
terminals on the old alternator. Finally, look at
the identification markings - they will be
stamped in the housing, or printed on a tag or
plaque affixed to the housing. Make sure that
these numbers are the same on both
alternators.
8Many new/rebuilt alternators do not have a
pulley installed, so you may have to switch the
pulley from the old unit to the new/rebuilt one.
When buying an alternator, ask about the
installation of pulleys - some auto-electrical
specialists will perform this service free of
charge.
9Refitting is the reverse of the removal
procedure, referring where necessary to the
relevant Chapters of this manual. Tighten all
fasteners to the specified torque wrench
settings.
10Check the charging voltage to verify
proper operation of the alternator (see Sec-
tion 11).
Note:This procedure assumes that
replacement parts of the correct type have
been obtained. At the time of writing, no
individual alternator components were
available as separate replacement Ford parts.
An auto electrical specialist should be able to
supply parts such as brushes.
The following procedure is for the Bosch
unit fitted to the project vehicle - details may
vary for other alternator types.
1Remove the alternator from the vehicle (see
Section 12) and place it on a clean
workbench.
2Remove the three screws, and withdraw the
plastic end cover (see illustration).3Remove the two voltage regulator/brush
holder mounting screws.
4Remove the regulator/brush holder from the
end frame (see illustration). If you are
renewing the assembly, proceed to para-
graph 8, install the new unit, reassemble the
alternator, and refit it to the engine (see
Section 12). If you are going to check the
brushes, proceed to the next paragraph.
5Measure the exposed length of each brush,
and compare it to the minimum length listed in
this Chapter’s Specifications. If the length of
either brush is less than the specified
minimum, renew the assembly.
6Make sure that each brush moves smoothly
in the brush holder.
7Check that the slip rings - the ring of
copper on which each brush bears - are
clean. Wipe them with a solvent-moistened
cloth; if either appears scored or blackened,
take the alternator to a repair specialist for
advice.
8Refit the voltage regulator/brush holder,
ensuring that the brushes bear correctly on
the slip rings, and that they compress into
their holders. Tighten the screws securely.
9Install the rear cover, and tighten the
screws securely.
10Refit the alternator (see Section 12).
General information
The sole function of the starting system is
to turn over the engine quickly enough to
allow it to start.
The starting system consists of the battery,
the starter motor, the starter solenoid, and the
wires connecting them. The solenoid is
mounted directly on the starter motor.
The solenoid/starter motor assembly is
installed on the rear upper part of the engine,
next to the transmission bellhousing.
When the ignition key is turned to position
“III”, the starter solenoid is actuated through
the starter control circuit. The starter solenoid
then connects the battery to the starter. The
battery supplies the electrical energy to thestarter motor, which does the actual work of
cranking the engine.
The starter motor on a vehicle equipped
with automatic transmission can be operated
only when the selector lever is in Park or
Neutral (“P” or “N”).
If the alarm system is armed or activated,
the starter motor cannot be operated. The
same applies with the engine immobiliser
system (where fitted).
Precautions
Always observe the following precautions
when working on the starting system:
(a) Excessive cranking of the starter motor
can overheat it, and cause serious
damage. Never operate the starter motor
for more than 15 seconds at a time
without pausing to allow it to cool for at
least two minutes. Excessive starter
operation will also risk unburned fuel
collecting in the catalytic converter’s
element, causing it to overheat when the
engine does start (see Chapter 6).
(b) The starter is connected directly to the
battery, and could arc or cause a fire if
mishandled, overloaded or shorted-out.
(c) Always detach the lead from the negative
terminal of the battery before working on
the starting system (see Section 1).
Note:Before diagnosing starter problems,
make sure that the battery is fully-charged,
and ensure that the alarm/engine immobiliser
system is not activated.
1If the starter motor does not turn at all when
the switch is operated, make sure that, on
automatic transmission models, the selector
lever is in Park or Neutral (“P” or “N”).
2Make sure that the battery is fully-charged,
and that all leads, both at the battery and
starter solenoid terminals, are clean and
secure.
3If the starter motor spins but the engine is
not cranking, the overrunning clutch or (when
applicable) the reduction gears in the starter
motor may be slipping, in which case the
15 Starting system - testing
14 Starting system - general
information and precautions
13 Alternator brushes and
voltage regulator - renewal
5•6 Engine electrical systems
12.6 Alternator must be withdrawn
through right-hand front wheel arch13.2 Renewing voltage regulator/brush
holder - Bosch alternator. Remove three
screws and withdraw end cover . . .13.4 . . . then remove regulator/brush
holder assembly (secured by two screws)
procarmanuals.com

2Turn the steering wheel so that the front
wheels are in the straight-ahead position.
3Unscrew the screws, and remove the
steering column upper and lower shrouds.
4From the rear of the steering wheel,
unscrew the air bag module mounting screws.
5Carefully lift the module from the steering
wheel, and disconnect the air bag multi-plug
and horn wiring connections.
Warning: Position the air bag
module in a safe place, with the
mechanism facing downwards as
a precaution against accidental
operation.
6Make sure that the steering lock is not
engaged. Unscrew the retaining bolt from the
centre of the steering wheel (see illustration).
7Remove the steering wheel from the top ofthe column, while feeding the horn and air bag
wiring through the hole in the steering wheel
hub (see illustration).
Refitting
8Make sure that the front wheels are still
facing straight-ahead, then locate the steering
wheel on the top of the steering column.
9Refit the retaining bolt, and tighten it to the
specified torque while holding the steering
wheel (see illustration). Do not tighten the
bolt with the steering lock engaged, as this
may damage the lock.
10Reconnect the horn wiring connections
and air bag multi-plug.
11Locate the air bag module/horn contact
on the steering wheel, then insert the
mounting screws and tighten them.12Refit the steering column upper and lower
shrouds. Insert and tighten the screws.
13Reconnect the battery negative lead.
Warning: All models are equipped
with an air bag system. Make
sure that the safety
recommendations given in
Chapter 12 are followed, to prevent
personal injury.
Removal
1Disconnect the battery negative (earth) lead
(refer to Chapter 5, Section 1).
Warning: Before proceeding, wait
a minimum of 15 minutes, as a
precaution against accidental
firing of the air bag unit. This
period ensures that any stored energy in
the back-up capacitor is dissipated.
2Turn the steering wheel so that the front
wheels are in the straight-ahead position.
3Remove the ignition key, then turn the
steering wheel slightly as necessary until the
steering lock engages.
4Unscrew the screws, and remove the
steering column lower and upper shrouds. As
the lower shroud is being removed, it will be
necessary to remove the rubber ring from the
ignition switch/steering lock (see
illustrations).
28 Steering column - removal,
inspection and refitting
10•18 Suspension and steering systems
27.6 Removing the steering wheel
retaining bolt27.7 Feeding the horn and air bag wiring
through the hole in the steering wheel hub27.9 Tightening the steering wheel
retaining bolt
28.4C . . . and remove the lower shroud28.4D Upper shroud retaining screws
(arrowed)
28.4A Unscrew the screws from the lower
shroud . . .28.4B . . . remove the rubber ring . . .
28.4E Removing the upper shroud
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15Locate the steering column shaft on the
flexible coupling, swivel the clamp plate
round, then insert the bolt and tighten to the
specified torque.
16Refit the driver’s side lower trim panel.
17Refit the steering column upper and lower
shrouds.
18Reconnect the battery negative lead.
Removal
1Disconnect the battery negative (earth) lead
(refer to Chapter 5, Section 1).
2Turn the steering wheel so that the front
wheels are in the straight-ahead position.
Remove the ignition key, then turn the
steering wheel slightly as necessary until the
steering lock engages.
3Unscrew the clamp plate bolt securing the
steering column shaft to the flexible coupling.
Swivel the clamp plate around, and disengage
it from the flexible coupling stub.
4Carefully prise the rubber boot from the
bulkhead, and withdraw it into the passenger
compartment. Take care not to damage the
sealing lip of the boot.
5Using an Allen key, unscrew the clamp bolt
securing the flexible coupling to the pinion
shaft on the steering gear, and withdraw the
coupling from inside the vehicle.
Refitting
6Refitting is a reversal of the removal
procedure, but tighten the clamp bolts to the
specified torque. Make sure that the rubber
boot engages correctly in the bulkhead and
on the flexible coupling.
Removal
1Remove the steering column flexible
coupling as described in Section 29.
2Apply the handbrake, then jack up the frontof the vehicle and support it on axle stands.
Remove both front wheels.
3Working beneath the vehicle, unbolt the
rear engine mounting from the transmission
and underbody.
4Extract the split pins from the track rod end
balljoint nuts, then unscrew the nuts, and
detach the rods from the arms on the steering
knuckles using a conventional balljoint
removal tool. Take care not to damage the
balljoint seals.
5Position a suitable container beneath the
steering gear, then unscrew the union nuts
securing the power steering fluid supply,
return, and cooler lines to the steering gear.
Identify the lines for position, then unbolt the
clamps, disconnect the lines, and allow the
fluid to drain into the container. Cover the
apertures in the steering gear and also the
ends of the fluid pipes, to prevent the ingress
of dust and dirt into the hydraulic circuit.
6Unscrew and remove the steering gear
mounting bolts. The bolts are located on top
of the steering gear, and are difficult to reach.
Ideally, the special U-shaped Ford spanner
should be used, but it is just possible to reach
them with a normal spanner (see illustration).
7Withdraw the steering gear through the
wheel arch.
Refitting
8If the steering gear is being replaced with a
new one, the new unit will be supplied
together with union nuts already fitted. The
new nuts must only be used with new feed
and return lines - otherwise, they must be
removed and discarded. If the original lines
and union nuts are being used, the Teflon
rings on the union nuts must be renewed. To
do this, the rings must be expanded
individually onto a fitting adaptor (see
illustration), then located in the grooves of
the union nuts.
9Locate the steering gear on the subframe,
and insert the two mounting bolts. Tighten the
bolts to the specified torque (see illustration).
Note that, if the special Ford tool is being
used, the bottom of the tool must be turned
anti-clockwise in order to tighten the
mounting bolts.10Remove the covers from the apertures on
the steering gear, then reconnect the fluid
lines and tighten the union nuts to the
specified torque. Refit the clamps and tighten
the bolts.
11Refit the track rod end balljoints to the
steering knuckles, and tighten the nuts to the
specified torque. Check that the split pin
holes are aligned; if necessary, turn the nuts
to the nearest alignment, making sure that the
torque wrench setting is still within the
specified range. Insert new split pins, and
bend them back to secure.
12Refit the rear engine mounting to the
transmission and underbody, and tighten the
bolts to the specified torque.
13Refit the front wheels, and lower the
vehicle to the ground.
14Refit the steering column flexible coupling
with reference to Section 29.
15Bleed the power steering hydraulic
system as described in Section 33.
16Have the front wheel alignment checked,
and if necessary adjusted, at the earliest
opportunity (refer to Section 36).Removal
1Disconnect the battery negative (earth) lead
(refer to Chapter 5, Section 1).
2Working inside the vehicle, unscrew the
clamp plate bolt securing the steering column
shaft to the flexible coupling. Swivel the clamp
plate around, and disengage it from the
flexible coupling stub.
3Apply the handbrake, then jack up the front
of the vehicle and support it on axle stands.
Remove both wheels.
4On manual transmission models,
disconnect the gearchange linkage and
support rods from the transmission, as
described in Chapter 7, Part A.
5Remove the exhaust downpipe complete,
as described in Chapter 4.
6Remove the cover from under the radiator
by unscrewing the screws and releasing the
clips.
31 Power steering gear
(left-hand-drive models with
ABS) - removal and refitting
30 Power steering gear (all except
left-hand-drive models with
ABS) - removal and refitting
29 Steering column flexible
coupling - removal and refitting
10•20 Suspension and steering systems
30.6 U-shaped Ford spanner for
unscrewing the steering gear mounting
bolts
30.8 Using an adaptor to fit the Teflon
rings to the union nuts
1 Adaptor 2 Teflon ring 3 Union nut
4 Groove location for the Teflon ring
30.9 Tightening the steering gear
mounting bolts using the U-shaped
spanner (arrowed)
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7Support the radiator in its raised position,
by inserting split pins through the small holes
in the radiator mounting extensions which
protrude through the upper mountings (see
illustration).
8Unbolt and remove the radiator lower
mounting brackets.
9Where applicable, unscrew the bolts
securing the air conditioning accumulator to
the subframe.
10Working beneath the vehicle, unbolt the
engine rear mounting from the transmission
and underbody.
11Unscrew the front engine mounting-to-
cylinder block bolts, and also the through-
bolt.
12Extract the split pins from the track rod
end balljoint nuts, then unscrew the nuts, and
detach the rods from the arms on the steering
knuckles using a conventional balljoint
removal tool. Take care not to damage the
balljoint seals.
13Working on each side in turn, unscrew the
mounting nuts, and remove the anti-roll bar
links from the front suspension struts. Note
that, on models fitted with ABS, the ABS
sensor wiring support brackets are located
beneath the nuts.
14Working on each side in turn, note which
way round the front suspension lower arm
balljoint clamp bolt is fitted, then unscrew and
remove it from the knuckle assembly. Lever
the balljoint down from the knuckle - if it is
tight, prise the joint open carefully using a
large flat-bladed tool. Take care not to
damage the balljoint seal during the
separation procedure.
15Support the weight of the front subframe
assembly on two trolley jacks (or two scissor
jacks).
16Unscrew and remove the subframe
mounting bolts, then lower the subframe
sufficiently to gain access to the power
steering fluid pipes on top of the steering
gear. Note that the front subframe mountingbolts are gold in colour - the rear ones are
silver.
17Position a suitable container beneath the
steering gear, then unscrew the union nuts
securing the power steering fluid supply,
return, and cooler lines to the steering gear.
Identify the lines for position, then unbolt the
clamps, disconnect the lines, and allow the
fluid to drain into the container. Cover the
apertures in the steering gear and also the
ends of the fluid pipes, to prevent the ingress
of dust and dirt into the hydraulic circuit.
18Lower the subframe, together with the
power steering gear, to the ground.
19Unscrew the mounting bolts and remove
the power steering gear from the subframe.
20Using a suitable Allen key, unscrew the
clamp bolt securing the flexible coupling to
the pinion shaft on the steering gear, and
withdraw the coupling.
21Refer to Section 30, paragraph 8 for
details of renewing the Teflon rings.Refitting
22Refit the flexible coupling to the pinion
shaft on the steering gear, then insert and
tighten the clamp bolt using an Allen key.
23Locate the power steering gear on the
subframe, then insert the mounting bolts and
tighten to the specified torque.
24Raise the subframe until it is possible to
refit the fluid lines. Tighten the union nuts and
clamps.
25Raise the subframe, making sure that the
alignment holes are in line with the holes in
the underbody. At the same time, make sure
that the flexible coupling locates correctly on
the steering column. Ford technicians use a
special tool to ensure that the subframe is
correctly aligned - refer to Chapter 2 for more
details of the alignment procedure. With the
subframe aligned, insert and tighten the
mounting bolts to the specified torque. Note
that the front mounting bolts are gold in
colour - the rear bolts are silver.
26Working on each side in turn, refit the
front suspension lower arm balljoint to the
knuckle assembly, and insert the clamp bolt
with its head facing forwards. Refit the nut
and tighten to the specified torque.
27Working on each side in turn, refit the
anti-roll bar links and tighten the mounting
nuts to the specified torque. On models fitted
with ABS, don’t forget to locate the wheel
sensor wiring support brackets beneath the
nuts.
28Refit the track rod end balljoints to the
steering knuckles, and tighten the nuts to the
specified torque. Check if the split pin holes
are aligned, and if necessary turn the nuts to
the nearest alignment, making sure that the
torque wrench setting is still within the
specified range. Insert new split pins, and
bend them back to secure.
29Refit and tighten the engine front
mounting bolts.
30Refit the engine rear mounting and tighten
the bolts.31Where applicable, insert and tighten the
air conditioning accumulator bolts.
32Refit the radiator lower mounting brackets
and tighten the bolts.
33Remove the split pins supporting the
radiator in its raised position.
34Refit the cover under the radiator.
35Refit the exhaust downpipe as described
in Chapter 4.
36On manual transmission models,
reconnect the gearchange linkage and
support rods.
37Refit the front wheels, and lower the
vehicle to the ground.
38Working inside the vehicle, reconnect the
steering column clamp plate, then insert the
bolt and tighten to the specified torque.
39Reconnect the battery negative lead.
40Bleed the power steering hydraulic
system as described in Section 33.
41Have the front wheel alignment checked,
and if necessary adjusted, at the earliest
opportunity (refer to Section 36).
1Remove the track rod end and its locknut
from the track rod, as described in Section 35.
Make sure that a note is made of the exact
position of the track rod end on the track rod,
in order to retain the front wheel alignment
setting on refitting.
2Release the outer retaining clip and inner
plastic clamp band, and disconnect the gaiter
from the steering gear housing.
3Disconnect the breather from the gaiter,
then slide the gaiter off the track rod.
4Scrape off all grease from the old gaiter,
and apply to the track rod inner joint. Wipe
clean the seating areas on the steering gear
housing and track rod.
5Slide the new gaiter onto the track rod and
steering gear housing, and reconnect the
breather.
6Fit a new inner plastic clamp band and
outer retaining clip.
7Refit the track rod end as described in
Section 35.
8Have the front wheel alignment checked,
and if necessary adjusted, at the earliest
opportunity (refer to Section 36).
1Following any operation in which the power
steering fluid lines have been disconnected,
the power steering system must be bled, to
remove any trapped air.
2With the front wheels in the straight-ahead
position, check the power steering fluid level
in the reservoir and, if low, add fresh fluid until
it reaches the “MAX” or “MAX COLD” mark.
Pour the fluid slowly, to prevent air bubbles
forming, and use only the specified fluid (refer
to Chapter 1 Specifications).
33 Power steering hydraulic
system - bleeding
32 Power steering gear rubber
gaiters - renewal
Suspension and steering systems 10•21
10
31.7 Method of supporting the radiator in
its raised position
1 Radiator upper mounting extension
2 Small hole
3 Pin or split pin inserted through hole
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