Ford Fiesta (1989-1995). Instruction - part 34

 

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Ford Fiesta (1989-1995). Instruction - part 34

 

 

and flexible hose connecting the turbocharger
to the intercooler (see illustration 4.12). Use
adhesive tape to seal the turbocharger ports
against the entry of dirt.
Unbolt the horn nearest the intercooler.
Unbolt the radiator/intercooler assembly
from the bonnet closure panel and the body
crossmember.
Move the assembly as far as possible
towards the engine, and unbolt the intercooler
from the radiator; withdraw the intercooler.

Refitting

Refitting is the reverse of the removal
procedure, tightening all nuts and bolts to the
specified torque settings, and not forgetting
to unseal the turbocharger openings before
reconnecting the intercooler pipe and hose.

18 Turbocharger boost control

valve - removal and refitting

2

Removal

Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
Disconnect the control valve wiring at its
multi-plug (see illustration).
Marking or labelling the valve hoses so that
each can be reconnected to its original union,
disconnect the hoses from the valve.
Remove the securing screws and withdraw
the valve.

Refitting

Refitting is the reverse of the removal
procedure; tighten the screws to the specified
torque setting.

19 Turbocharger boost

pressure - checking and
adjustment

5

Accurate checking and adjustment of the

turbocharger boost pressure requires

considerable skill and experience and the use
of Ford special tools and diagnostic test
equipment. This work should therefore be
entrusted to a Ford dealer or performance
engine specialist.

20 Turbocharger - removal,

examination and refitting

3

Removal

Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
Drain the cooling system as described in
Chapter 1.
Remove the air inlet components as
described in Section 4.
Disconnect the turbocharger coolant feed
and return hoses by slackening the clamps
and pulling the hoses off the turbocharger’s
metal pipes (see illustration).
Remove the pipe and flexible hoses
connecting the turbocharger to the air cleaner
and intercooler. Use adhesive tape to seal the
turbocharger ports against the entry of dirt.
Disconnect the turbocharger oil feed and
return pipes by unscrewing the couplings.
Remove its three retaining screws and
withdraw the exhaust manifold heat shield.
Disconnect the exhaust system downpipe
from the turbocharger, then disconnect the
hose from the boost control valve to the
turbocharger wastegate control actuator.
Unscrew the exhaust manifold nuts, and
withdraw the manifold and turbocharger as an
assembly, protecting the radiator with
cardboard or similar.
10 To separate the turbocharger from the
manifold, flatten back the raised lockwasher

tabs and unscrew the three retaining bolts.
Disconnect the turbocharger oil and coolant
pipes if required. This is as far as the unit can
be dismantled; do not disturb the wastegate
or its actuator and linkage.

Examination

11 With the turbocharger in the vehicle,
check that there are no air leaks around any
part of the air inlet components, and that the
boost control valve hoses are intact and
securely fastened.
12 With the turbocharger removed, check the
turbine wheels and blades (as far as possible)
for signs of wear or damage. Spin the turbine
and check that it rotates smoothly and easily,
with no sign of roughness, free play or
abnormal noise. If possible, check for axial
play (endfloat) of the shaft. Check that the
wastegate, its actuator and linkage show no
visible signs of wear, damage or stiffness due
to dirt and corrosion.
13 If any sign of wear or damage is found,
the turbocharger must be renewed.

Refitting

14 Refitting is the reverse of the removal
procedure, noting the following points:

a) Refit the oil and coolant pipes, tightening

the unions to the specified torque
settings.

b) Always use new lockwashers when

refitting the turbocharger to the manifold;
again, tighten the bolts to their specified
torque setting.

c) Protect the radiator when refitting the

assembly, and always fit a new exhaust
manifold gasket.

d) Ensure that the oil feed and return pipes

are absolutely clean before reconnecting
them and tightening them to the specified
torque setting.

e) Owners are well advised to change the

engine oil and filter whenever the
turbocharger is disturbed (see Chap-
ter 1).

f) When reassembly is complete and the

cooling system refilled (see Chapter 1),
disable the ignition system by
disconnecting the E-DIS ignition coil
wiring multi-plug, then turn the engine
over on the starter motor until the oil
pressure light goes out. This is essential
to ensure that the turbocharger oil supply
is established BEFORE the engine is
started; do not forget to reconnect 
the coil before attempting to start the
engine

Fuel system - electronic fuel injection engines  4C•9

20.4  Turbocharger/exhaust manifold

assembly details

A Exhaust manifold-to-turbocharger bolts
B Oil pipes
C Coolant pipes (metal)

4C

1595Ford Fiesta Remake

18.2  Location of turbo boost control valve

(arrowed)

4D

1595Ford Fiesta Remake

General

System type  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Sequential Electronic Fuel injection (SEFi)

Application  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4 litre PTE engines and 1.6 and 1.8 litre Zetec engines

Fuel grade

Fuel octane requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

95 RON unleaded

Fuel pressure

Regulated fuel pressure:*

Pressure regulator vacuum hose disconnected  . . . . . . . . . . . . . . . . .

2.7 ± 0.2 bars

With engine running and pressure regulator vacuum hose

connected  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.1 ± 0.2 bars

Hold pressure - engine stopped after five minutes*  . . . . . . . . . . . . . . . .

1.8 bars minimum

*The figures quoted are specific to Zetec engines. No values are quoted by the manufacturer for PTE engines, however they are likely to be similar.

Torque wrench settings

Nm

lbf ft

PTE engines

Inlet air duct to cylinder head cover  . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

7

Inlet manifold to cylinder head  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18

13

Inlet manifold upper to lower sections  . . . . . . . . . . . . . . . . . . . . . . . . . .

18

13

Inlet air temperature sensor  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15

11

Fuel rail-to-lower inlet manifold  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23

17

Camshaft position sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

4

Oxygen sensor  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60

44

Zetec engines

Throttle housing-to-inlet manifold screws  . . . . . . . . . . . . . . . . . . . . . . .

9

7

Inlet manifold to cylinder head  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18

13

Idle speed control valve bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

4

Inlet air temperature sensor  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15

11

Fuel pressure regulator bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

4

Fuel injector bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

4

Fuel rail-to-inlet manifold bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

7

Camshaft position sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

6

Oxygen sensor  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60

44

Chapter 4 Part D: Fuel system - 
sequential electronic fuel injection engines

Accelerator cable - removal, refitting and adjustment  . . . . . . . . . . .

5

Accelerator pedal - removal and refitting  . . . . . . . . . . . . . . . . . . . . .

6

Air cleaner assembly and air inlet components - removal and 

refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4

Air cleaner element renewal  . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
Fuel cut-off switch - removal and refitting  . . . . . . . . . . . . . . . . . . . . 12
Fuel filter renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
Fuel injection system - checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Fuel injection system components - removal and refitting  . . . . . . . . 14
Fuel lines and fittings - general information  . . . . . . . . . . . . . . . . . . .

3

Fuel pump/fuel gauge sender unit - removal and refitting  . . . . . . . .

9

Fuel pump/fuel pressure - checking  . . . . . . . . . . . . . . . . . . . . . . . . .

7

Fuel system - depressurisation  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2

Fuel tank - removal, inspection and refitting . . . . . . . . . . . . . . . . . . .

8

Fuel tank filler pipe - removal and refitting  . . . . . . . . . . . . . . . . . . . . 11
Fuel tank ventilation tube - removal and refitting  . . . . . . . . . . . . . . . 10
General fuel system checks  . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
General information and precautions  . . . . . . . . . . . . . . . . . . . . . . . .

1

Inlet manifold - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . 15
Underbody fuel/brake line check . . . . . . . . . . . . . . . . . . .See Chapter 1
Underbonnet check for fluid leaks and hose condition . .See Chapter 1

4D•1

Specifications

Contents

Easy, suitable for
novice with little
experience

Fairly easy, suitable
for beginner with
some experience

Fairly difficult,
suitable for competent
DIY mechanic

Difficult, suitable for
experienced  DIY
mechanic

Very difficult,
suitable for expert DIY
or  professional

Degrees of difficulty

5

4

3

2

1

1

General information and
precautions

General information

The fuel system consists of a fuel tank
(mounted under the body, beneath the rear
seats), fuel hoses, an electric fuel pump
mounted in the fuel tank, and a sequential
electronic fuel injection system.

The electric fuel pump supplies fuel under

pressure to the fuel rail, which distributes fuel
evenly to all injectors. A pressure regulator
controls the system pressure in relation to
inlet tract depression. From the fuel rail, fuel is
injected 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 the EEC IV engine
management module. The module uses the
signals derived from the 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.

The EEC IV module is the heart of the entire

engine management system, controlling the
fuel injection, ignition and emissions control
systems. The module receives information
from various sensors which is then computed
and compared with pre-set values stored in
it’s memory, to determine the required period
of injection.

Information on crankshaft position and

engine speed is generated by a crankshaft
position sensor. The inductive head of the
sensor runs just above the engine flywheel
and scans a series of 36 protrusions on the
flywheel periphery. As the crankshaft rotates,
the sensor transmits a pulse to the system’s
ignition module every time a protrusion
passes it. There is one missing protrusion in
the flywheel periphery at a point
corresponding to 90° BTDC. The ignition
module recognises the absence of a pulse
from the crankshaft position sensor at this
point to establish a reference mark for
crankshaft position. Similarly, the time interval
between absent pulses is used to determine
engine speed. This information is then fed to
the EEC IV module for further processing.

The camshaft position sensor is located in

the cylinder head so that it registers with a
lobe on the camshaft. The camshaft position
sensor functions in the same way as the
crankshaft position sensor, producing a series
of pulses; this gives the EEC IV module a
reference point, to enable it to determine the
firing order, and operate the injectors in the
appropriate sequence.

The mass air flow sensor is based on a “hot-

wire” system, sending the EEC IV module a

constantly-varying (analogue) voltage signal
corresponding to the mass of air passing into
the engine. Since air mass varies with
temperature (cold air being denser than warm),
measuring air mass provides the module with
a very accurate means of determining the
correct amount of fuel required to achieve the
ideal air/fuel mixture ratio.

Engine temperature information is supplied by

the coolant temperature sensor. This
component is an NTC (Negative Temperature
Coefficient) thermistor - that is, a semi-
conductor whose electrical resistance
decreases as its temperature increases. It
provides the EEC IV module with a constantly-
varying (analogue) voltage signal, corresponding
to the temperature of the engine coolant. This is
used to refine the calculations made by the
module, when determining the correct amount
of fuel required to achieve the ideal air/fuel
mixture ratio.

Inlet air temperature information is supplied

by the inlet air temperature sensor. This
component is also an NTC thermistor - see
the previous paragraph - providing the
module with a signal corresponding to the
temperature of air passing into the engine.
This is used to refine the calculations made by
the module, when determining the correct
amount of fuel required to achieve the ideal
air/fuel mixture ratio.

A throttle position sensor is mounted on the

end of the throttle valve spindle, to provide
the EEC IV module with a constantly-varying
(analogue) voltage signal corresponding to the
throttle opening. This allows the module to
register the driver’s input when determining
the amount of fuel required by the engine.

Road speed is monitored by the vehicle

speed sensor. This component is a Hall-effect
generator, mounted on the transmission’s
speedometer drive. It supplies the module
with a series of pulses corresponding to the
vehicle’s road speed, enabling the module to
control features such as the fuel shut-off on
overrun.

Where power steering is fitted, a pressure-

operated switch is screwed into the power
steering system’s high-pressure pipe. The
switch sends a signal to the EEC IV module to
reduce engine speed should the power
steering fluid pressure become excessively
high.

The oxygen sensor in the exhaust system

provides the module with constant feedback -
“closed-loop” control - which enables it to
adjust the mixture to provide the best possible
conditions for the catalytic converter to
operate.

The air inlet side of the system consists of

an air cleaner housing, the mass air flow
sensor, an inlet hose and duct, and a throttle
housing.

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. As the throttle valve opens

further, the mass air flow sensor signal alters,
and the EEC IV module opens each injector
for a longer duration, to increase the amount
of fuel delivered to the inlet ports.

Both the idle speed and mixture are under

the control of the EEC IV module, and cannot
be adjusted. Not only can they not be
adjusted, they cannot even be checked,
except with the use of special Ford diagnostic
equipment.

Precautions

Warning: Petrol is extremely
flammable - great care must be
taken when working on any part
of the fuel system. Do not

smoke or allow any naked flames or
uncovered light bulbs near the work area.
Note that gas powered domestic
appliances with pilot flames, such as
heaters, boilers and tumble dryers, also
present a fire hazard - bear this in mind if
you are working in an area where such
appliances are present. Always keep a
suitable fire extinguisher close to the work
area and familiarise yourself with its
operation before starting work. Wear eye
protection when working on fuel systems
and wash off any fuel spilt on bare skin
immediately with soap and water. Note
that fuel vapour is just as dangerous as
liquid fuel; a vessel that has just been
emptied of liquid fuel will still contain
vapour and can be potentially explosive.
Petrol is a highly dangerous and volatile
liquid, and the precautions necessary
when handling it cannot be overstressed.

Many of the operations described in this

Chapter involve the disconnection of fuel
lines, which may cause an amount of fuel
spillage. Before commencing work, refer
to the above Warning and the information
in “Safety first” at the beginning of this
instruction.

When working with fuel system

components, pay particular attention to
cleanliness - dirt entering the fuel system
may cause blockages which will lead to
poor running.
Note: Residual pressure will remain in the fuel
lines long after the vehicle was last used,
when disconnecting any fuel line, it will be
necessary to depressurise the fuel system as
described in Section 2
.

2

Fuel system -
depressurisation

1

Refer to Part B, Section 2.

3

Fuel lines and fittings -
general information

Refer to Part B, Section 3.

4D•2 Fuel system - sequential electronic fuel injection engines

1595Ford Fiesta Remake

4

Air cleaner assembly and air
inlet components 
- removal
and refitting

1

Air cleaner assembly

Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
Disconnect the mass air flow sensor wiring
multi-plug, then release the clips and
withdraw the sensor, complete with inlet
hose, from the air cleaner cover (see
illustrations)
. Carefully position the mass air
flow sensor and hose assembly to one side.
Detach the fresh air inlet duct from the air
cleaner housing.
Unscrew the air cleaner housing retaining
nut, then pull the housing upwards to release
the locating pegs from their rubber grommets.
As the housing is withdrawn, detach the
crankcase breather hose (see illustration).
Remove the assembly from the car.
Refitting is the reverse of the removal
procedure. Ensure that the housing pegs seat
fully in their grommets, and that the mass air
flow sensor is correctly located.

Air inlet components

On PTE engines, disconnect the HT leads
from the spark plugs, labelling them if
necessary to avoid confusion on refitting.
Slacken the hose clip, and detach the

flexible air inlet hose from the mass air flow
sensor.
On PTE engines, disconnect the ventilation
hose from the inlet duct over the top of the
engine.
On PTE engines undo the two inlet duct
retaining bolts; On Zetec engines , undo the
two bolts and lift off the air inlet duct retaining
strap  (see illustration). Withdraw the inlet
duct from the throttle housing and remove the
duct and flexible hose from the engine.
10 Refitting is the reverse of the removal
procedure.

5

Accelerator cable - removal,
refitting and adjustment

1

Removal

Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
Fold back the carpet and insulation in the
driver’s footwell to gain access to the
accelerator pedal.
Detach the accelerator cable from the
pedal.
From within the engine compartment,
detach the outer cable from the
adjuster/support bracket by removing the
metal retaining clip (see illustration).

Pivot the throttle quadrant by hand, detach
the inner cable nipple from the throttle lever
and remove the cable.

Refitting

Refit in the reverse order of removal. When
the cable is reconnected at each end, adjust
the cable as follows.

Adjustment

Remove the outer cable metal retaining clip
at the adjuster/support bracket and lubricate
the cable adjuster grommet with soapy water.
Remove any slack by pulling the cable
outer as far as possible out of the adjuster.
Have an assistant depress the accelerator
pedal fully - the cable outer will move back
into the adjuster - and hold it there while the
clip is refitted.
Check that the throttle quadrant moves
smoothly and easily from the fully-closed to
the fully-open position and back again as the
assistant depresses and releases the
accelerator pedal. Re-adjust the cable if
required.

6

Accelerator pedal 
removal and refitting

1

Refer to Part A, Section 5.

Fuel system - sequential electronic fuel injection engines  4D•3

4.2c  . . . and withdraw the sensor

4.2b  . . . release the retaining clips . . .

4.2a  Disconnect the mass air flow sensor

wiring multi-plug . . .

5.4  Detach the accelerator outer cable

retaining clip (arrowed)

4.9  Unscrew the nuts (arrowed) to release

the air intake duct on Zetec engines

4.4  Unscrew front retaining nut and lift the

air cleaner housing, disconnecting the

breather hose (arrowed)

4D

1595Ford Fiesta Remake

 

 

 

 

 

 

 

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