1993 FORD MONDEO maintenance schedule

LIVING WITH YOUR FORD MONDEO
IntroductionPage 0•4
Safety First!Page 0•5
General dimensions and weights Page0•6
MOT Test Checks
Checks carried out from the driver’s seat Page0•7
Checks carried out with the vehicle on the ground Page0•8
Checks carried out with the vehicle raised Page0•9
Checks carried out on your vehicle’s exhaust emission system Page0•10
Roadside Repairs
Jacking, towing and wheel changing Page0•11
Booster battery (jump) starting Page0•12
Identifying leaksPage0•13
Conversion factorsPage0•14
Routine Maintenance
Routine maintenance and servicing Page1•1
Lubricants, fluids and capacities Page1•2
Maintenance schedule Page1•3
Weekly checks Page1•6
Every 10 000 miles or 12 months Page1•11
Every 20 000 miles or 2 years Page1•20
Every 30 000 miles or 3 years Page1•22
Every 60 000 miles Page1•26
Every 3 yearsPage1•26
Contents
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Ford Mondeo maintenance schedule
1•3
1
Maintenance schedule
The manufacturer’s recommended maintenance schedule for these
vehicles is as described below - note that the schedule starts from the
vehicle’s date of registration. These are the minimum maintenance
intervals recommended by the factory for Mondeos driven daily, but
subjected only to “normal” use. If you wish to keep your vehicle in
peak condition at all times, you may wish to perform some of these
procedures even more often. Because frequent maintenance
enhances the efficiency, performance and resale value of your vehicle,
we encourage you to do so. If your usage is not “normal”, shorter
intervals are also recommended - the most important examples of
these are noted in the schedule. These shorter intervals apply
particularly if you drive in dusty areas, tow a caravan or trailer, sit with
the engine idling or drive at low speeds for extended periods (ie, in
heavy traffic), or drive for short distances (less than four miles) in
below-freezing temperatures.
When your vehicle is new, it should be serviced by a Ford dealer
service department to protect the factory warranty. In many cases, the
initial maintenance check is done at no cost to the owner. Note that
this first free service (carried out by the selling dealer 1500 miles or 3
months after delivery), although an important check for a new vehicle,
is not part of the regular maintenance schedule, and is therefore not
mentioned here.
Weekly checks
m mCheck the engine oil level, and top-up if necessary
(Section 3)
m mCheck the brake fluid level, and top-up if necessary
(Section 3). If repeated topping-up is required, check the
system for leaks or damage at the earliest possible
opportunity (Sections 12 and 22)
m mCheck the windscreen/tailgate washer fluid level, and top-
up if necessary (Section 3)
m mCheck the tyre pressures, including the spare (Section 4)
m mVisually check the tyres for excessive tread wear, or
damage (Section 4)
m mCheck the operation of all (exterior and interior) lights and
the horn, wipers and windscreen/tailgate washer system
(Sections 6 and 8). Renew any blown bulbs (Chapter 12),
and clean the lenses of all exterior lights
Monthly checks
m mCheck the coolant level, and top-up if necessary (Sec-
tion 3)
m mCheck the battery electrolyte level, where applicable
(Section 3)
m mCheck the power steering fluid level, and top-up if
necessary (Section 5)
m mVisually check all reservoirs, hoses and pipes for leakage
(Section 12)
m mCheck the operation of the air conditioning system
(Section 14)
m mCheck the operation of the handbrake (Section 23)
m mCheck the aim of the windscreen/tailgate/headlight
washer jets, correcting them if required (Section 6)
m mCheck the condition of the wiper blades, renewing them if
worn or no longer effective - note that the manufacturer
recommends renewing the blades as a safety precaution,
irrespective of their apparent condition, at least once a
year (Section 6)
Every 10 000 miles or 12 months,
whichever occurs first
Note:If the vehicle is used regularly for very short (less than
10 miles), stop/go journeys, the oil and filter should be renewed
between services (ie, every 5000 miles/6 months).
m mCheck the electrical system (Section 8)
m mCheck the battery (Section 9)
m mCheck the seat belts (Section 10)
m mCheck the auxiliary drivebelt (Section 11)
m mCheck for fluid leaks and hose condition (Section 12)
m mCheck the condition of all wiring (Section 13)
m mCheck all air conditioning components (Section 14)
m mChange the engine oil and filter (Section 15)
m mCheck the manual transmission oil level (Section 16)
m mCheck the adjustment of the clutch pedal (Section 17)
m mLubricate the automatic transmission linkage (Section 18)
m mCheck the steering, suspension and wheels (Section 19)
m mCheck the driveshaft gaiters and CV joints (Section 20)
m mCheck the exhaust system (Section 21)
m mCheck the underbody, and all fuel/brake lines (Section 22)
m mCheck the brake system (Section 23)
m mCheck and lubricate the doors and bonnet (Section 24)
m mCheck the security of all roadwheel nuts (Section 25)
m mRoad test (Section 26). Check the level of the automatic
transmission fluid with the engine still hot, after the road
test (Section 7)
Every 20 000 miles or 2 years,
whichever occurs first
Carry out all operations listed above, plus the following:
m mRenew the ventilation system pollen filter (Section 27)
m mRenew the coolant (Sections 2 and 28)
Every 30 000 miles or 3 years,
whichever occurs first
Carry out all operations listed above, plus the following:
m mRenew the air filter element (Section 29). Note that this
task must be carried out at more frequent intervals if the
vehicle is used in dusty or polluted conditions
m mCheck the Positive Crankcase Ventilation (PCV) system,
and clean the filter (Section 30)
m mRenew the spark plugs (Section 31)
Every 60 000 miles
Carry out all operations listed above, plus the following:
m
mRenew the timing belt (Section 32)
m mRenew the fuel filter (Section 33)
Every 3 years
(regardless of mileage)
m mRenew the brake fluid (Section 34)
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This Chapter is designed to help the home
mechanic maintain the Ford Mondeo models
for peak performance, economy, safety and
long life.
On the following pages are Sections
dealing specifically with each item on the
maintenance schedule. Visual checks,
adjustments, component replacement and
other helpful items are included. Refer to the
accompanying illustrations of the engine
compartment and the underside of the vehicle
for the location of various components.
Servicing your Mondeo in accordance with
the mileage/time maintenance schedule and
the following Sections will provide it with a
planned maintenance programme, which
should result in a long and reliable service life.
This is a comprehensive plan, so maintaining
some items but not others at the specified
service intervals will not produce the same
results.
As you service your Mondeo, you will
discover that many of the procedures can -
and should - be grouped together, because of
the nature of the particular procedure you’re
performing, or because of the close proximity
to one another of two otherwise-unrelated
components.
For example, if the vehicle is raised for anyreason, you should inspect the exhaust,
suspension, steering and fuel systems while
you’re under the vehicle. When you’re
checking the tyres, it makes good sense to
check the brakes and wheel bearings,
especially if the roadwheels have already
been removed.
Finally, let’s suppose you have to borrow or
hire a torque wrench. Even if you only need to
tighten the spark plugs, you might as well
check the torque of as many critical fasteners
as time allows.
The first step of this maintenance
programme is to prepare yourself before the
actual work begins. Read through all the
Sections which are relevant to the procedures
you’re planning to carry out, then make a list
of, and gather together, all the parts and tools
you will need to do the job. If it looks as if you
might run into problems during a particular
segment of some procedure, seek advice
from your local parts man or dealer service
department.
Ford state that, where antifreeze to
specification ESD-M97B-49-A (the type with
which the vehicle’s cooling system would
have been filled on production at the factory)
is used, it will last the lifetime of the vehicle.This is subject to it being used in the
recommended concentration, unmixed with
any other type of antifreeze or additive, and
topped-up when necessary using only that
antifreeze mixed 50/50 with clean water. If any
other type of antifreeze is added, the lifetime
guarantee no longer applies; to restore the
lifetime protection, the system must be
drained and thoroughly reverse-flushed
before fresh coolant mixture is poured in.
If the vehicle’s history (and therefore the
quality of the antifreeze in it) is unknown,
owners who wish to follow Ford’s
recommendations are advised to drain and
thoroughly reverse-flush the system, as
outlined in Section 28, before refilling with
fresh coolant mixture. If the appropriate
quality of antifreeze is used, the coolant can
then be left for the life of the vehicle.
If any antifreeze other than Ford’s is to be
used, the coolant must be renewed at regular
intervals to provide an equivalent degree of
protection; the conventional recommendation
is to renew the coolant every two years.
The above assumes the use of a mixture (in
exactly the specified concentration) of clean,
soft water and of antifreeze to Ford’s
specification or equivalent. It is also assumed
that the cooling system is maintained in a
scrupulously-clean condition, by ensuring that
only clean coolant is added on topping-up,
and by thorough reverse-flushing whenever
the coolant is drained (Section 28).
2 Coolant renewal
1 Introduction
1•6Weekly checks
Weekly checks
General
1Fluids are an essential part of the
lubrication, cooling, braking and other
systems. Because these fluids gradually
become depleted and/or contaminated during
normal operation of the vehicle, they must be
periodically replenished. See “Lubricants and
fluids and capacities”at the beginning of this
Chapter before adding fluid to any of the
following components. Note:The vehicle
must be on level ground before fluid levels can
be checked.
Engine oil
2The engine oil level is checked with a
dipstick located at the front of the engine; it
can be identified by its yellow/black plastic
grip (see illustration). The dipstick extends
through a metal tube, from which it protrudes
down into the sump at the bottom of the
engine.
3The oil level should be checked before the
vehicle is driven, or about 5 minutes after the
engine has been switched off.4Pull the dipstick from the tube, and wipe all
the oil from the end with a clean rag or paper
towel; note the dipstick’s maximum and
minimum levels, indicated by notches (seeillustration). Insert the clean dipstick all the way
back into its metal tube, and pull it out again.
Observe the oil on the end of the dipstick; its
level should be between these two notches.
5Do not allow the level to drop below the
minimum level notch, or oil starvation may
cause engine damage. Conversely, overfilling
the engine (adding oil above the maximum
level notch) may cause oil-fouled spark plugs,
oil leaks or oil seal failures.
6The yellow/black plastic oil filler cap is
screwed into the left-hand front end of the
3 Fluid level checks
3.2 The engine oil dipstick (arrowed) is
located at the front of the engine - note
yellow/black plastic grip
3.4 The oil level should be at or near the
maximum level notch (A) - if not, add
enough oil to correct the level. It takes
approximately 0.5 to 1.0 litre of oil to raise
the level from the minimum level notch (B)
to the maximum
If the level is checked
immediately after driving the
vehicle, some of the oil will
remain in the engine upper
components, producing an inaccurate
dipstick reading.
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2The function of these components is to
reduce the emission of unburned
hydrocarbons from the crankcase, and to
minimise the formation of oil sludge. By
ensuring that a depression is created in the
crankcase under most operating conditions,
particularly at idle, and by positively inducing
fresh air into the system, the oil vapours and
“blow-by” gases collected in the crankcase
are drawn from the crankcase, through the oil
separator, into the inlet tract, to be burned by
the engine during normal combustion.
Checking
3Checking procedures for the system
components are included in Chapter 1.
Component renewal
Cylinder head-to-air cleaner hose
4See Chapter 1.
Positive Crankcase Ventilation (PCV)
valve
5The valve is plugged into the oil separator.
Depending on the tools available, access to
the valve may be possible once the pulse-air
assembly has been removed (see Section 7).
If this is not feasible, proceed as outlined in
paragraph 6 below.
Oil separator
6Remove the exhaust manifold (see Chap-
ter 2, Part A). The Positive Crankcase
Ventilation (PCV) valve can now be unplugged
and flushed, or renewed, as required, as
described in Chapter 1.
7Unbolt the oil separator from the cylinder
block/crankcase, and withdraw it; remove and
discard the gasket.
8Flush out or renew the oil separator, as
required (see Chapter 1).
9On reassembly, fit a new gasket, and
tighten the fasteners to the torque wrench
settings given in the Specifications Section of
Chapter 2, Part B.
10The remainder of the refitting procedure is
the reverse of removal. Refill the cooling
system (see Chapter 1). Run the engine,
check for exhaust leaks, and check the
coolant level when it is fully warmed-up.
General information
1The exhaust gases of any petrol engine
(however efficient or well-tuned) consist
largely (approximately 99 %) of nitrogen (N
2),
carbon dioxide (CO
2), oxygen (O2), other inert
gases and water vapour (H
2O). The remaining
1 % is made up of the noxious materials
which are currently seen (CO
2apart) as the
major polluters of the environment: carbon
monoxide (CO), unburned hydrocarbons (HC),oxides of nitrogen (NO
x) and some solid
matter, including a small lead content.
2Left to themselves, most of these pollutants
are thought eventually to break down naturally
(CO and NO
x, for example, break down in the
upper atmosphere to release CO
2) having first
caused ground-level environmental problems.
The massive increase world-wide in the use of
motor vehicles, and the current popular
concern for the environment has caused the
introduction in most countries of legislation, in
varying degrees of severity, to combat the
problem.
3The device most commonly used to clean
up vehicle exhausts is the catalytic converter.
It is fitted into the vehicle’s exhaust system,
and uses precious metals (platinum and
palladium or rhodium) as catalysts to speed
up the reaction between the pollutants and
the oxygen in the vehicle’s exhaust gases, CO
and HC being oxidised to form H
2O and CO2and (in the three-way type of catalytic
converter) NO
xbeing reduced to N2. Note:
The catalytic converter is not a filter in the
physical sense; its function is to promote a
chemical reaction, but it is not itself affected
by that reaction.
4The converter consists of an element (or
“substrate”) of ceramic honeycomb, coated
with a combination of precious metals in such
a way as to produce a vast surface area over
which the exhaust gases must flow; the whole
being mounted in a stainless-steel box. A
simple “oxidation” (or “two-way”) catalytic
converter can deal with CO and HC only,
while a “reduction” (or “three-way”) catalytic
converter can deal with CO, HC and NO
x.
Three-way catalytic converters are further
sub-divided into “open-loop” (or
“uncontrolled”) converters which can remove
50 to 70 % of pollutants and “closed-loop”
(also known as “controlled” or “regulated”)
converters which can remove over 90 % of
pollutants.
5The catalytic converter fitted to the Mondeo
models covered in this manual is of the three-
way closed-loop type.
6The catalytic converter is a reliable and
simple device, which needs no maintenance
in itself, but there are some facts of which an
owner should be aware if the converter is to
function properly for its full service life.
(a) DO NOT use leaded petrol in a vehicle
equipped with a catalytic converter - the
lead will coat the precious metals,
reducing their converting efficiency, and
will eventually destroy the converter; it will
also affect the operation of the oxygen
sensor, requiring its renewal if lead-
fouled. Opinions vary as to how much
leaded fuel is necessary to affect the
converter’s performance, and whether it
can recover even if only unleaded petrol is
used afterwards; the best course of action
is, therefore, to assume the worst, and to
ensure that NO leaded petrol is used at
any time.
(b) Always keep the ignition and fuel systemswell-maintained in accordance with the
manufacturer’s schedule (Chapter 1) -
particularly, ensure that the air filter
element, the fuel filter and the spark plugs
are renewed at the correct intervals. If the
intake air/fuel mixture is allowed to
become too rich due to neglect, the
unburned surplus will enter and burn in
the catalytic converter, overheating the
element and eventually destroying the
converter.
(c) If the engine develops a misfire, do not
drive the vehicle at all (or at least as little
as possible) until the fault is cured - the
misfire will allow unburned fuel to enter
the converter, which will result in its
overheating, as noted above. For the
same reason, do not persist if the engine
refuses to start - either trace the problem
and cure it yourself, or have the vehicle
checked immediately by a qualified
mechanic.
(d) Avoid allowing the vehicle to run out of
petrol.
(e) DO NOT push- or tow-start the vehicle
unless no other alternative exists,
especially if the engine and exhaust are at
normal operating temperature. Starting
the engine in this way may soak the
catalytic converter in unburned fuel,
causing it to overheat when the engine
does start - see (b) above.
(f) DO NOT switch off the ignition at high
engine speeds, in particular, do not “blip”
the throttle immediately before switching
off. If the ignition is switched off at
anything above idle speed, unburned fuel
will enter the (very hot) catalytic converter,
with the possible risk of its igniting on the
element and damaging the converter.
(g) Avoid repeated successive cold starts
followed by short journeys. If the
converter is never allowed to reach its
proper working temperature, it will gather
unburned fuel, allowing some to pass into
the atmosphere and the rest to soak in
the element, causing it to overheat when
a long journey is made - see (b) above.
(h) DO NOT use fuel or engine oil additives -
these may contain substances harmful to
the catalytic converter. Similarly, DO NOT
use silicone-based sealants on any part of
the engine or fuel system, and do not use
exhaust sealants on any part of the
exhaust system upstream of the catalytic
converter. Even if the sealant itself does
not contain additives harmful to the
converter, pieces of it may break off and
foul the element, causing local
overheating.
(i) DO NOT continue to use the vehicle if the
engine burns oil to the extent of leaving a
visible trail of blue smoke. Unburned
carbon deposits will clog the converter
passages and reduce its efficiency; in
severe cases, the element will overheat.
(j) Remember that the catalytic converter
operates at very high temperatures -
9 Catalytic converter -
general information, checking
and component renewal
Emissions control systems 6•19
6
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REF•7
Engine fails to rotate when attempting to start
m mBattery terminal connections loose or corroded (Chapter 5).
m mBattery discharged or faulty (Chapter 5).
m mBroken, loose or disconnected wiring in the starting circuit
(Chapter 5).
m mDefective starter solenoid or switch (Chapter 5).
m mDefective starter motor (Chapter 5).
m mStarter pinion or flywheel ring gear teeth loose or broken (Chap-
ter 5).
m mEngine earth strap broken or disconnected (Chapter 5).
m mAutomatic transmission not in Park/Neutral position, or selector
lever position sensor faulty (Chapter 7, Part B).
Engine rotates but will not start
m mFuel tank empty.
m mBattery discharged (engine rotates slowly) (Chapter 5).
m mBattery terminal connections loose or corroded (Chapter 5).
m mIgnition components damp or damaged (Chapters 1 and 5).
m mBroken, loose or disconnected wiring in the ignition circuit
(Chapters 1 and 5).
m mWorn, faulty or incorrectly-gapped spark plugs (Chapter 1).
m mMajor mechanical failure (eg camshaft drive) (Chapter 2, Part A).
Engine difficult to start when cold
m
mBattery discharged (Chapter 5).
m mBattery terminal connections loose or corroded (Chapter 5).
m mWorn, faulty or incorrectly-gapped spark plugs (Chapter 1).
m mOther ignition system fault (Chapters 1 and 5).
m mEngine management system fault (Chapters 1, 4, 5 and 6)
m mLow cylinder compressions (Chapter 2, Part A).
Engine difficult to start when hot
m
mAir filter element dirty or clogged (Chapter 1).
m mEngine management system fault (Chapters 1, 4, 5 and 6)
m mLow cylinder compressions (Chapter 2, Part A).
m mFaulty hydraulic tappet(s) (Chapter 2, Part A).
Starter motor noisy or excessively-rough in
engagement
m mStarter pinion or flywheel ring gear teeth loose or broken (Chapter 5).
m mStarter motor mounting bolts loose or missing (Chapter 5).
m mStarter motor internal components worn or damaged (Chapter 5).
Engine starts but stops immediately
m
mLoose or faulty electrical connections in the ignition circuit
(Chapters 1 and 5).
m mEngine management system fault (Chapters 1, 4, 5 and 6)
m mVacuum leak at the inlet manifold (Chapters 1, 4 and 6).
Engine idles erratically
m
mIdle speed control valve faulty (Chapter 4).
m mEngine management system fault (Chapters 1, 4, 5 and 6)
m mAir filter element clogged (Chapter 1).
m mVacuum leak at the inlet manifold or associated hoses (Chap-
ters 1, 4 and 6).
m mWorn, faulty or incorrectly-gapped spark plugs (Chapter 1).
m mFaulty hydraulic tappet(s) (Chapter 2, Part A).
m mUneven or low cylinder compressions (Chapter 2, Part A).
m mCamshaft lobes worn (Chapter 2).
m mTiming belt incorrectly-tensioned (Chapter 2, Part A).
Engine misfires at idle speed
m
mWorn, faulty or incorrectly-gapped spark plugs (Chapter 1).
m mFaulty spark plug HT leads (Chapter 1).
m mIdle speed control valve faulty (Chapter 4).
m mIncorrect ignition timing (Chapters 5 and 6).
m mEngine management system fault (Chapters 1, 4, 5 and 6)
m mVacuum leak at the inlet manifold or associated hoses (Chap-
ters 1, 4 and 6).
m mFaulty hydraulic tappet(s) (Chapter 2, Part A).
m mUneven or low cylinder compressions (Chapter 2, Part A).
m mDisconnected, leaking or perished crankcase ventilation hoses
(Chapters 1 and 6).
Fault Finding
The vehicle owner who does his or her own maintenance according
to the recommended service schedules should not have to use this
section of the manual very often. Modern component reliability is such
that, provided those items subject to wear or deterioration are inspected
or renewed at the specified intervals, sudden failure is comparatively
rare. Faults do not usually just happen as a result of sudden failure, but
develop over a period of time. Major mechanical failures in particular are
usually preceded by characteristic symptoms over hundreds or even
thousands of miles. Those components which do occasionally fail
without warning are often small and easily carried in the vehicle.
With any fault-finding, the first step is to decide where to begin
investigations. Sometimes this is obvious, but on other occasions, a
little detective work will be necessary. The owner who makes half a
dozen haphazard adjustments or replacements may be successful in
curing a fault (or its symptoms), but will be none the wiser if the fault
recurs, and ultimately may have spent more time and money than was
necessary. A calm and logical approach will be found to be more
satisfactory in the long run. Always take into account any warning
signs or abnormalities that may have been noticed in the period
preceding the fault - power loss, high or low gauge readings, unusual
smells, etc - and remember that failure of components such as fuses
or spark plugs may only be pointers to some underlying fault.
The pages which follow provide an easy reference guide to the
more common problems which may occur during the operation of the
vehicle. These problems and their possible causes are grouped underheadings denoting various components or systems, such as Engine,
Cooling system, etc. The Chapter and/or Section which deals with the
problem is also shown in brackets. Whatever the fault, certain basic
principles apply. These are as follows:
Verify the fault. This is simply a matter of being sure that you know
what the symptoms are before starting work. This is particularly
important if you are investigating a fault for someone else, who may
not have described it very accurately.
Don’t overlook the obvious. For example, if the vehicle won’t start, is
there petrol in the tank? (Don’t take anyone else’s word on this
particular point, and don’t trust the fuel gauge either!) If an electrical
fault is indicated, look for loose or broken wires before digging out the
test gear.
Cure the disease, not the symptom. Substituting a flat battery with a
fully-charged one will get you off the hard shoulder, but if the underlying
cause is not attended to, the new battery will go the same way. Similarly,
changing oil-fouled spark plugs for a new set will get you moving again,
but remember that the reason for the fouling (if it wasn’t simply an
incorrect grade of plug) will have to be established and corrected.
Don’t take anything for granted. Particularly, don’t forget that a
“new” component may itself be defective (especially if it’s been
rattling around in the boot for months), and don’t leave components
out of a fault diagnosis sequence just because they are new or
recently fitted. When you do finally diagnose a difficult fault, you’ll
probably realise that all the evidence was there from the start.
1 Engine
Introduction
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