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Ford Festiva. Instruction - part 30

CYLINDER HEAD

CAMSHAFT SPECIFICATIONS

Head Diameter

1.3L

N/A

1.6L

1.217-1.224 (30.90-31.10)

Minimum Margin

.020 (.50)

Stem Diameter

1.3L

.2744-.2750 (6.970-6.985)

1.6L

.2350-.2356 (5.970-5.985)

Exhaust Valves

Face Angle

45°

Head Diameter

1.3L

N/A

1.6L

1.028-1.035 (26.1-26.3)

Minimum Margin

1.3L

.039 (1.0)

1.6L

.020 (.5)

Stem Diameter

1.3L

.2742-.2748 (6.965-6.980)

1.6L

.2348-.2354 (5.965-5.980)

Valve Springs

Free Length

1.3L

1.717 (43.6)

1.6L

1.858 (47.2)

Out-Of-Square

1.3L

.059 (1.50)

1.6L

.063 (1.60)

Application

In. (mm)

Maximum Warpage

.006 (.15)

Valve Seats

Intake Valve

Seat Angle

45°

Seat Width

1.3L

.043-.067 (1.10-1.70)

1.6L

.030-.055 (.80-1.40)

Maximum Seat Runout

.0016 (.04)

Exhaust Valve

Seat Angle

45°

Seat Width

1.3L

.043-.067 (1.10-1.70)

1.6L

.030-.055 (.80-1.40)

Maximum Seat Runout

.0016 (.04)

Valve Guides

Intake Valve

Valve Guide I.D.

1.3L

.276-.277 (7.01-7.03)

1.6L

.2366-.2374 (6.01-6.03)

Valve Stem-To-Guide

Oil Clearance

1.3L

Maximum Service Limit .008

(.20)

1.6L

.0010-.0024 (.025-.060)

Exhaust Valve

Valve Guide I.D.

1.3L

.276-.277 (7.01-7.03)

1.6L

.2366-.2374 (6.01-6.03)

Valve Stem-To-Guide

Oil Clearance

1.3L

Maximum Service Limit .008

(.20)

1.6L

.0012-.0026 (.300-.650)

Application

In. (mm)

End Play

(1)

.002-.007 (.05-.18)

Journal Diameter

1.3L

No. 1 & 3

1.7102-1.7109 (43.440-

43.456)

No. 2

1.7091-1.7100 (43.410-

43.435)

1.6L (All Journals)

1.0213-1.0222 (25.940-

25.965)

Journal Runout

.002 (.05)

Lobe Height

1.3L

(2)

1.4332-1.4371 (36.403-

36.503)

1.6L

(3)

1.6098 (40.888)

Oil Clearance

1.3L

No. 1 & 3 Journals

(4)

.0014-.0033 (.035-.085)

No. 2 Journal

(4)

.0026-.0045 (.065-.115)

1.6L (All Journals)

(4)

.0014-.0033 (.035-.085)

(1)

End play limit is .008" (.20 mm).

(2)

Wear limit is 1.4272" (36.253 mm)

(3)

Wear limit is 1.5940" (40.489)

(4)

Maximum clearance is .0059" (.150 mm)

Article GUID: A00048707

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STARTER

1991 ELECTRICAL Starters

DESCRIPTION

The Nippondenso direct drive starter is a conventional 12-volt, 4-pole, brush-type starter. The integral solenoid is attached to the drive
housing. When starter is energized, starter solenoid causes the starter pinion to engage with the flywheel ring gear. The overrunning clutch
pinion drive is mounted directly on armature shaft drive end.

Fig. 1: Starter System Schematic

Courtesy of FORD MOTOR CO.

TROUBLE SHOOTING

ENGINE CRANKS SLOWLY

Undercharged battery. Loose or corroded cable connections. Bad starter.

ENGINE WILL NOT CRANK

Undercharged battery. Bad ignition switch. Bad clutch engage switch (M/T) or neutral safety switch (A/T). Loose or corroded cable
connections. Bad starter. Faulty circuit grounds.

STARTER SPINS & ENGINE DOES NOT CRANK

Bad starter. Bad flywheel ring gear and/or starter drive pinion.

ENGINE STARTS WITH CLUTCH ENGAGED (M/T)

Bad clutch engage switch. Adjust or replace.

ENGINE STARTS IN GEAR (A/T)

Bad neutral safety switch. Adjust or replace.

ON-VEHICLE TESTING

PRELIMINARY TEST

Ensure battery is fully charged and has load tested okay. If starter will not crank engine with fully charged battery, proceed with the following
test.

1. Using a digital voltmeter, connect positive voltmeter lead to starter solenoid terminal "S", and negative lead to starter housing. See

Fig.

2. Turn ignition switch to START position, and observe voltmeter reading. If voltage at terminal "S" is greater than 8 volts, starter or circuit

malfunction is indicated. See

VOLTAGE DROP TEST

and STARTER GROUND CIRCUIT TEST under ON-VEHICLE TESTING.

3. If voltage is not present or is less than 8 volts at starter solenoid terminal "S", malfunction in circuit to terminal "S" is indicated. Proceed

to the following tests.

IGNITION SWITCH TEST

1. Locate ignition switch connector under dash. Using a 12-volt test light or voltmeter, ensure voltage is present on Black/Yellow wire

when ignition switch is turned to RUN or ON position. This will verify proper operation of ignition switch.

2. If there is no voltage on Black/Yellow wire, the problem is either ignition switch or circuit between battery and ignition switch.

CLUTCH ENGAGE SWITCH (M/T) TEST

Unplug clutch engage switch from main wiring harness. Using an ohmmeter, check for continuity across switch terminals. Continuity should
exist when switch plunger is pushed in and should not exist when switch plunger is released. If clutch engage switch does not operate as
specified, replace switch.

NEUTRAL SAFETY SWITCH (A/T) TEST

Unplug neutral safety switch from main wiring harness. Using an ohmmeter, check for continuity across switch terminals "A" and "B". See

Fig.

. Place transmission shift selector in Park or Neutral position. Continuity should exist between terminals "A" and "B". Continuity should not

exist in any other transmission shift selector positions. If switch does nor operate as specified, replace switch.

Fig. 2: Identifying Neutral Safety Switch Terminals

Courtesy of FORD MOTOR CO.

VOLTAGE DROP TEST

1. Disconnect and ground coil wire from distributor cap to prevent engine from starting. Connect remote starter switch between starter

solenoid terminal "S" and battery positive terminal. See

Fig. 3

2. Using a digital voltmeter set on low scale, connect positive voltmeter lead to battery positive terminal. Connect negative lead to starter

solenoid terminal "M". See

Fig. 3

3. Engage remote starter switch. Observe and record voltmeter reading. Voltmeter reading should be less than .5 volt. If voltage at terminal

"M" is greater than .5 volt, move negative voltmeter lead to solenoid terminal "B", and repeat test.

4. If voltage at terminal "B" is less than .5 volt, inspect solenoid cable connections and solenoid contacts for problem.
5. Clean solenoid terminals "B", "M" and "S", and repeat steps 1) through 4). If voltmeter still reads greater than .5 volt at terminal "M"

and less than .5 volt at terminal "B", solenoid contacts are bad.

6. If voltmeter reads greater than .5 volt at terminal "B", clean cables and connections at solenoid. If voltmeter still reads greater than .5

volt, check for poor positive battery cable connection or bad cable. Repair or replace as necessary.

7. To locate excessive voltage drop, move negative voltmeter lead toward battery, and check each connection point. When high voltmeter

reading is no longer present, last connection point is bad.

NOTE:

Make all voltmeter connections at component terminal rather than at cable or wire end.

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