Ford Mondeo 4 Owners Manual

							Warning: To avoid personal
injury, never get beneath the
vehicle when it is supported by
only by a jack. The jack provided
with your vehicle is designed solely for
raising the vehicle to remove and refit the
roadwheels. Always use axle stands to
support the vehicle when it becomes
necessary to place your body underneath
the vehicle.
7Being careful not to touch the hot exhaust
components, place the drain pan under the
drain plug, and unscrew the plug (see
illustration). If possible, try to keep the plug
pressed into the sump while unscrewing it by
hand the last couple of turns. As the plug
releases from the threads, move it away
sharply, so the stream of oil issuing from the
sump runs into the pan, not up your sleeve!
Allow the oil to drain into the drain pan, and
check the condition of the plug’s sealing
washer; renew it if worn or damaged.
8Allow some time for the old oil to drain,
noting that it may be necessary to reposition
the pan as the oil flow slows to a trickle; when
the oil has completely drained, wipe clean the
drain plug and its threads in the sump and
refit the plug, tightening it to the specified
torque wrench setting.
9Using a suitable filter removal tool, unscrew
the oil filter from the right-hand rear of the
cylinder block; be prepared for some oil
spillage (see illustration). Check the old filter
to make sure that the rubber sealing ring
hasn’t stuck to the engine; if it has, carefully
remove it. Withdraw the filter through the
wheel arch, taking care to spill as little oil as
possible.
10Using a clean, lint-free rag, wipe clean the
cylinder block around the filter mounting. If
there are no specific instructions supplied
with it, fit a new oil filter as follows. Apply a
light coating of clean engine oil to the filter’s
sealing ring (see illustration). Screw the filter
into position on the engine until it seats, then
tighten it through a further half- to three-
quarters of a turn only. Tighten the filter by
hand only - do not use any tools.
11Remove the old oil and all tools from
under the vehicle, refit the roadwheel, and
lower the vehicle to the ground.12Refill the engine with oil, using the correct
grade and type of oil, as given in the
Specifications Section of this Chapter. Pour in
half the specified quantity of oil first, then wait
a few minutes for the oil to fall to the sump.
Continue adding oil a small quantity at a time,
until the level is up to the lower notch on the
dipstick. Adding approximately 0.5 to 1.0 litre
will raise the level to the dipstick’s upper
notch.
13Start the engine. The oil pressure warning
light will take a few seconds to go out while
the new filter fills with oil; do not race the
engine while the light is on. Run the engine for
a few minutes, while checking for leaks
around the oil filter seal and the drain plug.
14Switch off the engine, and wait a few
minutes for the oil to settle in the sump once
more. With the new oil circulated and the filter
now completely full, recheck the level on the
dipstick, and add more oil as necessary.
15Dispose of the used engine oil safely, with
reference to “General repair procedures”in
the reference Sections of this manual.
1The manual transmission does not have a
dipstick. To check the oil level, raise the
vehicle and support it securely on axle stands,
making sure that the vehicle is level. On the
lower front side of the transmission housing,you will see the filler/level plug. Unscrew and
remove it. If the lubricant level is correct, the
oil should be up to the lower edge of the hole.
2If the transmission needs more lubricant (if
the oil level is not up to the hole), use a
syringe, or a plastic bottle and tube, to add
more (see illustration). Stop filling the
transmission when the lubricant begins to run
out of the hole.
3Refit the filler/level plug, and tighten it to the
specified torque wrench setting. Drive the
vehicle a short distance, then check for leaks.
4A need for regular topping-up can only be
due to a leak, which should be found and
rectified without delay.
The procedure is described in Chapter 8,
Section 3.
1Apply the handbrake, then jack up the front
of the vehicle and support on axle stands.
Remove the left-hand front wheel.
2Apply a little oil to the cable end fitting on
the selector lever on the left-hand side of the
transmission (refer to Chapter 7, Part B if
necessary).
3Refit the wheel, and lower the vehicle to the
ground.
Front suspension and steering
check
1Apply the handbrake, then raise the front of
the vehicle and support it on axle stands.
2Visually inspect the balljoint dust covers
and the steering gear gaiters for splits, chafing
or deterioration (see illustrations). Any wear
19 Steering, suspension and
roadwheel check
18 Automatic transmission
linkage lubrication
17 Clutch pedal adjustment
16 Manual transmission oil level
check
1•17
1
19.2B  Check the condition of the lower
arm balljoint dust cover (arrowed)
15.10  Lubricate the filter’s sealing ring
with clean engine oil before installing the
filter on the engine16.2  Topping-up the manual transmission
oil
19.2A  Check the condition of the track rod
balljoint dust cover (arrowed)
Every 10 000 miles 
						

							of these components will cause loss of
lubricant, together with dirt and water entry,
resulting in rapid deterioration of the balljoints
or steering gear.
3Check the power-assisted steering fluid
hoses for chafing or deterioration, and the
pipe and hose unions for fluid leaks. Also
check for signs of fluid leakage under
pressure from the steering gear rubber
gaiters, which would indicate failed fluid seals
within the steering gear.
4Grasp the roadwheel at the 12 o’clock and
6 o’clock positions, and try to rock it (see
illustration). Very slight free play may be felt,
but if the movement is appreciable, further
investigation is necessary to determine the
source. Continue rocking the wheel while an
assistant depresses the footbrake. If the
movement is now eliminated or significantly
reduced, it is likely that the hub bearings are
at fault. If the free play is still evident with the
footbrake depressed, then there is wear in the
suspension joints or mountings.
5Now grasp the wheel at the 9 o’clock and 
3 o’clock positions, and try to rock it as
before. Any movement felt now may again be
caused by wear in the hub bearings or the
steering track rod balljoints. If the outer track
rod balljoint is worn, the visual movement will
be obvious. If the inner joint is suspect, it can
be felt by placing a hand over the rack-and-
pinion rubber gaiter, and gripping the track
rod. If the wheel is now rocked, movement will
be felt at the inner joint if wear has taken
place.
6Using a large screwdriver or flat bar, check
for wear in the suspension mounting bushes
by levering between the relevant suspension
component and its attachment point. Some
movement is to be expected as the mountings
are made of rubber, but excessive wear
should be obvious. Also check the condition
of any visible rubber bushes, looking for splits,
cracks or contamination of the rubber.
7With the vehicle standing on its wheels,
have an assistant turn the steering wheel
back-and-forth, about an eighth of a turn each
way. There should be very little, if any, lost
movement between the steering wheel and
roadwheels. If this is not the case, closely
observe the joints and mountings previouslydescribed, but in addition, check the steering
column universal joints for wear, and also
check the rack-and-pinion steering gear itself.
Rear suspension check
8Chock the front wheels, then raise the rear
of the vehicle and support it on axle stands.
9Check the rear hub bearings for wear, using
the method described for the front hub
bearings (paragraph 4).
10Using a large screwdriver or flat bar,
check for wear in the suspension mounting
bushes by levering between the relevant
suspension component and its attachment
point. Some movement is to be expected as
the mountings are made of rubber, but
excessive wear should be obvious.
Roadwheel check and balancing
11Periodically remove the roadwheels, and
clean any dirt or mud from the inside and
outside surfaces. Examine the wheel rims for
signs of rusting, corrosion or other damage.
Light alloy wheels are easily damaged by
“kerbing” whilst parking, and similarly, steel
wheels may become dented or buckled.
Renewal of the wheel is very often the only
course of remedial action possible.
12The balance of each wheel and tyre
assembly should be maintained, not only to
avoid excessive tyre wear, but also to avoid
wear in the steering and suspension
components. Wheel imbalance is normally
signified by vibration through the vehicle’s
bodyshell, although in many cases it is
particularly noticeable through the steering
wheel. Conversely, it should be noted that
wear or damage in suspension or steering
components may cause excessive tyre wear.
Out-of-round or out-of-true tyres, damaged
wheels and wheel bearing wear/
maladjustment also fall into this category.
Balancing will not usually cure vibration
caused by such wear.
13Wheel balancing may be carried out with
the wheel either on or off the vehicle. If
balanced on the vehicle, ensure that the
wheel-to-hub relationship is marked in some
way prior to subsequent wheel removal, so
that it may be refitted in its original position.1The driveshaft rubber gaiters are very
important, because they prevent dirt, water
and foreign material from entering and
damaging the constant velocity (CV) joints.
External contamination can cause the gaiter
material to deteriorate prematurely, so it’s a
good idea to wash the gaiters with soap and
water occasionally.
2With the vehicle raised and securely
supported on axle stands, turn the steering
onto full-lock, then slowly rotate each front
wheel in turn. Inspect the condition of the
outer constant velocity (CV) joint rubber
gaiters, squeezing the gaiters to open out the
folds. Check for signs of cracking, splits, or
deterioration of the rubber, which may allow
the escape of grease, and lead to the ingress
of water and grit into the joint (see
illustration). Also check the security and
condition of the retaining clips. Repeat these
checks on the inner CV joints. If any damage
or deterioration is found, the gaiters should be
renewed as described in Chapter 8.
3At the same time, check the general
condition of the outer CV joints themselves,
by first holding the driveshaft and attempting
to rotate the wheels. Repeat this check on the
inner joints, by holding the inner joint yoke
and attempting to rotate the driveshaft.
4Any appreciable movement in the CV joint
indicates wear in the joint, wear in the
driveshaft splines, or a loose driveshaft
retaining nut.
1With the engine cold (at least three hours
after the vehicle has been driven), check the
complete exhaust system, from its starting
point at the engine to the end of the tailpipe.
Ideally, this should be done on a hoist, where
unrestricted access is available; if a hoist is
not available, raise and support the vehicle on
axle stands.
2Check the pipes and connections for
21 Exhaust system check
20 Driveshaft rubber gaiter and
CV joint check
1•18
19.2C  Check the condition of the steering
rack gaiters19.4  Checking for wear in the front
suspension and hub bearings20.2  Check the driveshaft gaiters by hand
for cracks and/or leaking grease
Every 10 000 miles 
						

							evidence of leaks, severe corrosion, or
damage. Make sure that all brackets and
rubber mountings are in good condition, and
tight; if any of the mountings are to be
renewed, ensure that the replacements are of
the correct type (see illustration). Leakage at
any of the joints or in other parts of the system
will usually show up as a black sooty stain in
the vicinity of the leak. Note:Exhaust sealants
should not be used on any part of the exhaust
system upstream of the catalytic converter -
even if the sealant does not contain additives
harmful to the converter, pieces of it may
break off and foul the element, causing local
overheating.
3At the same time, inspect the underside of
the body for holes, corrosion, open seams,
etc. which may allow exhaust gases to enter
the passenger compartment. Seal all body
openings with silicone or body putty.
4Rattles and other noises can often be
traced to the exhaust system, especially the
rubber mountings. Try to move the system,
silencer(s) and catalytic converter. If any
components can touch the body or
suspension parts, secure the exhaust system
with new mountings.
5Check the running condition of the engine
by inspecting inside the end of the tailpipe;
the exhaust deposits here are an indication of
the engine’s state of tune. The inside of the
tailpipe should be dry, and should vary in
colour from dark grey to light grey/brown; if it
is black and sooty, or coated with white
deposits, the engine is in need of a thorough
fuel system inspection.
1With the vehicle raised and supported on
axle stands or over an inspection pit,
thoroughly inspect the underbody and wheel
arches for signs of damage and corrosion. In
particular, examine the bottom of the side
sills, and any concealed areas where mud can
collect. Where corrosion and rust is evident,press and tap firmly on the panel with a
screwdriver, and check for any serious
corrosion which would necessitate repairs. If
the panel is not seriously corroded, clean
away the rust, and apply a new coating of
underseal. Refer to Chapter 11 for more
details of body repairs.
2At the same time, inspect the PVC-coated
lower body panels for stone damage and
general condition.
3Inspect all of the fuel and brake lines on the
underbody for damage, rust, corrosion and
leakage. Also make sure that they are
correctly supported in their clips. Where
applicable, check the PVC coating on the
lines for damage.
Note:For detailed photographs of the brake
system, refer to Chapter 9.
1The work described in this Section should
be carried out at the specified intervals, or
whenever a defect is suspected in the braking
system. Any of the following symptoms could
indicate a potential brake system defect:
(a) The vehicle pulls to one side when the
brake pedal is depressed.
(b) The brakes make scraping or dragging
noises when applied.
(c) Brake pedal travel is excessive.
(d) The brake fluid requires repeated topping-
up.
2A brake pad wear warning light is fitted, and
it is illuminated when the thickness of the front
(or rear) disc brake pad linings reach the
minimum amount. However, a physical check
should be made to confirm the thickness of
the linings, as follows.
Disc brakes
3Jack up the front or rear of the vehicle, as
applicable, and support it on axle stands.
Where rear brake pads are fitted, also jack up
the rear of the vehicle and support on axle
stands.
4For better access to the brake calipers,
remove the wheels.
5Look through the inspection window in thecaliper, and check that the thickness of the
friction lining material on each of the pads is
not less than the recommended minimum
thickness given in the Specifications. Note:
Bear in mind that the lining material is normally
bonded to a metal backing plate.
6If it is difficult to determine the exact
thickness of the pad linings, or if you are at all
concerned about the condition of the pads,
then remove them from the calipers for further
inspection (refer to Chapter 9).
7Check the remaining brake caliper(s) in the
same way.
8If any one of the brake pads has worn down
to, or below, the specified limit, all fourpads
at that end of the car must be renewed as a
set (ie all the front pads or all the rear pads).
9Measure the thickness of the discs with a
micrometer, if available, to make sure that
they still have service life remaining. If any
disc is thinner than the specified minimum
thickness, renew it (refer to Chapter 9). In any
case, check the general condition of the
discs. Look for excessive scoring and
discolouration caused by overheating. If these
conditions exist, remove the relevant disc and
have it resurfaced or renewed (refer to
Chapter 9).
10Before refitting the wheels, check all
brake lines and hoses (refer to Chapter 9). In
particular, check the flexible hoses in the
vicinity of the calipers, where they are
subjected to most movement. Bend them
between the fingers (but do not actually bend
them double, or the casing may be damaged)
and check that this does not reveal
previously-hidden cracks, cuts or splits (see
illustration).
Rear drum brakes
11Chock the front wheels, then jack up the
rear of the vehicle and support on axle stands.
12For better access, remove the rear
wheels.
13To check the brake shoe lining thickness
without removing the brake drums, prise the
rubber plugs from the backplates, and use an
electric torch to inspect the linings of the
leading brake shoes (see illustration). Check
that the thickness of the lining material on the
23 Brake check
22 Underbody and fuel/brake
line check
1•19
121.2  If any of the exhaust system rubber
mountings are to be renewed, ensure that
the replacements are of the correct type -
their colour is a good guide. Those nearest
to the catalytic converter are more heat-
resistant than the others23.10  Checking the condition of a flexible
brake hose23.13  Prise the rubber plugs from the
backplates to inspect the leading brake
shoe linings
Every 000 miles 
						

							brake shoes is not less than the
recommendation given in the Specifications.
14If it is difficult to determine the exact
thickness of the brake shoe linings, or if you
are at all concerned about the condition of the
shoes, then remove the rear drums for a more
comprehensive inspection (refer to Chapter 9)
(see illustration).
15With the drum removed, check the shoe
return and hold-down springs for correct
installation, and check the wheel cylinders for
leakage of brake fluid. Check the friction
surface of the brake drums for scoring and
discoloration. If excessive, the drum should
be resurfaced or renewed.
16Before refitting the wheels, check all
brake lines and hoses (refer to Chapter 9). On
completion, apply the handbrake and check
that the rear wheels are locked. The
handbrake is self-adjusting, and no manual
adjustment is possible.
1Check that the doors, bonnet and
tailgate/boot lid close securely. Check that
the bonnet safety catch operates correctly.
Check the operation of the door check straps.
2Lubricate the hinges, door check straps,
the striker plates and the bonnet catch
sparingly with a little oil or grease.1Apply the handbrake.
2Remove the wheel covers, using the flat
end of the wheelbrace supplied in the tool kit
(on models with the RS trim kit, it will be
necessary to unscrew the retaining bolts with
the special key).
3Check that the roadwheel nuts are tightened
to the specified torque wrench setting.
4Refit the wheel covers.
Check the operation and
performance of the braking
system
1Make sure that the vehicle does not pull to
one side when braking, and that the wheels
do not lock prematurely when braking hard.
2Check that there is no vibration through the
steering when braking.
3Check that the handbrake operates
correctly, without excessive movement of the
lever, and that it holds the vehicle stationary
on a slope.
4With the engine switched off, test the
operation of the brake servo unit as follows.
Depress the footbrake four or five times to
exhaust the vacuum, then start the engine. As
the engine starts, there should be a noticeable
“give” in the brake pedal as vacuum builds
up. Allow the engine to run for at least two
minutes, and then switch it off. If the brake
pedal is now depressed again, it should be
possible to detect a hiss from the servo as the
pedal is depressed. After about four or five
applications, no further hissing should be
heard, and the pedal should feel considerably
harder.
Steering and suspension
5Check for any abnormalities in the steering,
suspension, handling or road “feel”.
6Drive the vehicle, and check that there are
no unusual vibrations or noises.
7Check that the steering feels positive, with
no excessive sloppiness or roughness, andcheck for any suspension noises when
cornering and driving over bumps.
Drivetrain
8Check the performance of the engine,
transmission and driveshafts.
9Check that the engine starts correctly, both
when cold and when hot.
10Listen for any unusual noises from the
engine and transmission.
11Make sure that the engine runs smoothly
when idling, and that there is no hesitation
when accelerating.
12On manual transmission models, check
that all gears can be engaged smoothly
without noise, and that the gear lever action is
not abnormally vague or “notchy”.
13On automatic transmission models, make
sure that all gearchanges occur smoothly
without snatching, and without an increase in
engine speed between changes. Check that
all the gear positions can be selected with the
vehicle at rest. If any problems are found, they
should be referred to a Ford dealer.
14Listen for a metallic clicking sound from
the front of the vehicle as the vehicle is driven
slowly in a circle with the steering on full-lock.
Carry out this check in both directions. If a
clicking noise is heard, this indicates wear in a
driveshaft joint, in which case renew the joint
if necessary.
Clutch
15Check that the clutch pedal moves
smoothly and easily through its full travel, and
that the clutch itself functions correctly, with
no trace of slip or drag. If the movement is
uneven or stiff in places, check that the cable
is routed correctly, with no sharp turns.
16Inspect both ends of the clutch inner
cable, both at the gearbox end and inside the
car, for signs of wear and fraying.
17Check the pedal stroke as described in
Chapter 8, Section 3, and adjust if necessary.
Instruments and electrical
equipment
18Check the operation of all instruments
and electrical equipment.
19Make sure that all instruments read
correctly, and switch on all electrical
equipment in turn, to check that it functions
properly. 
26 Road test
25 Roadwheel nut tightness
check
24 Door and bonnet check and
lubrication
1•20
23.14  If the lining is bonded to the brake
shoe, measure the lining thickness from
the outer surface to the metal shoe, as
shown here; if the lining is riveted to the
shoe, measure from the lining outer
surface to the rivet head
Every 20 000 miles
Every 20 000 miles or 2 years
1The air entering the vehicle’s ventilation
system is passed through a very fine pleated-
paper air filter element, which removes
particles of pollen, dust and other airborne
foreign matter. To ensure its continued
effectiveness, this filter’s element must be
renewed at regular intervals.2Remove the left-hand side windscreen
wiper arm (Chapter 12).
3Prise off their trim caps, then unscrew the two
screws securing the windscreen edge of the cowl
grille panel; open the bonnet and remove the
remaining three retaining screws (see illustration).
4Peel back the rubber seal and withdraw the
cowl grille panel.
5Releasing the clip at each end, lift out the
pollen filter housing, and withdraw the
element (see illustrations).6Wipe out the ventilation system intake and
the filter housing, removing any leaves, dead
insects etc.
7If carrying out a routine service, the element
must be renewed regardless of its apparent
condition. If you are checking the element for
any other reason, inspect its front surface; if it
is very dirty, renew the element. If it is only
moderately dusty, it can be re-used by
blowing it clean from the rear to the front
surface with compressed air. Because it is a
27 Ventilation system pollen
filter renewal 
						

							pleated-paper type filter, it cannot be washed
or re-oiled. If it cannot be cleaned
satisfactorily with compressed air, discard
and renew it.
Warning: Wear eye protection
when using compressed air! 
8Refitting is the reverse of the removal
procedure; ensure that the element and
housing are securely seated, so that unfiltered
air cannot enter the passenger compartment.
Note:If the antifreeze used is Ford’s own, or of
similar quality, the coolant need not be
renewed for the life of the vehicle. If the
vehicle’s history is unknown, if antifreeze of
lesser quality is known to be in the system, or
simply if you prefer to follow conventional
servicing intervals, the coolant should be
changed periodically (typically, every 2 years)
as described here. Refer also to the
information in Section 2 of this Chapter.
Warning: Do not allow antifreeze
to come in contact with your skin
or painted surfaces of the
vehicle. Flush contaminated areas
immediately with plenty of water. Don’t
store new coolant, or leave old coolant
lying around, where it’s accessible to
children or pets - they’re attracted by its
sweet smell. Ingestion of even a small
amount of coolant can be fatal! Wipe up
garage-floor and drip-pan spills
immediately. Keep antifreeze containers
covered, and repair cooling system leaks
as soon as they’re noticed.
Warning: Never remove the
expansion tank filler cap when
the engine is running, or has just
been switched off, as the cooling system
will be hot, and the consequent escaping
steam and scalding coolant could cause
serious injury.
Coolant draining
Warning: Wait until the engine is
cold before starting this
procedure.1To drain the system, first remove the
expansion tank filler cap (see Section 3).
2If the additional working clearance is
required, raise the front of the vehicle and
support it securely on axle stands.
3Remove the radiator undershield (eight or
nine screws), then place a large drain tray
underneath, and unscrew the radiator drain
plug; direct as much of the escaping coolant
as possible into the tray (see illustrations).
System flushing
4With time, the cooling system may
gradually lose its efficiency, as the radiator
core becomes choked with rust, scale
deposits from the water, and other sediment
(refer also to the information at the start of
Section 2). To minimise this, as well as using
only good-quality antifreeze and clean soft
water, the system should be flushed as
follows whenever any part of it is disturbed,
and/or when the coolant is renewed.
5With the coolant drained, refit the drain plug
and refill the system with fresh water. Refit the
expansion tank filler cap, start the engine and
warm it up to normal operating temperature,
then stop it and (after allowing it to cool down
completely) drain the system again. Repeat as
necessary until only clean water can be seen
to emerge, then refill finally with the specified
coolant mixture.
6If only clean, soft water and good-quality
antifreeze (even if not to Ford’s specification)
has been used, and the coolant has been
renewed at the suggested intervals, the above
procedure will be sufficient to keep clean the
system for a considerable length of time. If,however, the system has been neglected, a
more thorough operation will be required, as
follows.
7First drain the coolant, then disconnect the
radiator top and bottom hoses. Insert a
garden hose into the top hose, and allow
water to circulate through the radiator until it
runs clean from the bottom outlet.
8To flush the engine, insert the garden hose
into the thermostat water outlet, and allow
water to circulate until it runs clear from the
bottom hose. If, after a reasonable period, the
water still does not run clear, the radiator
should be flushed with a good proprietary
cleaning agent.
9In severe cases of contamination, reverse-
flushing of the radiator may be necessary. To
do this, remove the radiator (Chapter 3), invert
it, and insert the garden hose into the bottom
outlet. Continue flushing until clear water runs
from the top hose outlet. A similar procedure
can be used to flush the heater matrix.
10The use of chemical cleaners should be
necessary only as a last resort. Normally,
regular renewal of the coolant will prevent
excessive contamination of the system.
Coolant filling
11With the cooling system drained and
flushed, ensure that all disturbed hose unions
28 Coolant renewal
1•21
1
28.3A  Remove the screws (arrowed) and
withdraw the radiator undershield . . .
28.3B  . . . to unscrew the radiator drain
plug (arrowed) and empty the cooling
system. Try to protect yourself from
coolant splashing into your eyes or onto
your skin, catching as much of it as
possible in the drain tray
27.3  Remove screws (arrowed) to release
cowl grille panel . . .27.5A  . . . release clips to lift out pollen
filter housing . . .27.5B  . . . then withdraw pollen filter
element
Every 20 000 miles 
						

							are correctly secured, and that the radiator
drain plug is securely tightened. Refit the
radiator undershield, noting that it is located
by three clips at its front edge; tighten the
retaining screws securely (see illustration). If
it was raised, lower the vehicle to the ground.
12Prepare a sufficient quantity of the
specified coolant mixture (see below); allow
for a surplus, so as to have a reserve supply
for topping-up.
13Slowly fill the system through the
expansion tank; since the tank is the highest
point in the system, all the air in the system
should be displaced into the tank by the rising
liquid. Slow pouring reduces the possibility of
air being trapped and forming air-locks.
14Continue filling until the coolant level
reaches the expansion tank “MAX” level line,
then cover the filler opening to prevent
coolant splashing out.
15Start the engine and run it at idle speed,
until it has warmed-up to normal operating
temperature and the radiator electric cooling
fan has cut in; watch the temperature gauge
to check for signs of overheating. If the level in
the expansion tank drops significantly, top-up
to the “MAX” level line, to minimise the
amount of air circulating in the system.
16Stop the engine, allow it to cool down
completely(overnight, if possible), then
uncover the expansion tank filler opening and
top-up the tank to the “MAX” level line. Refit
the filler cap, tightening it securely, and washoff any spilt coolant from the engine
compartment and bodywork.
17After refilling, always check carefully all
components of the system (but especially any
unions disturbed during draining and flushing)
for signs of coolant leaks. Fresh antifreeze has
a searching action, which will rapidly expose
any weak points in the system.
18 Note:If, after draining and refilling the
system, symptoms of overheating are found
which did not occur previously, then the fault
is almost certainly due to trapped air at some
point in the system, causing an air-lock and
restricting the flow of coolant; usually, the air
is trapped because the system was refilled too
quickly. In some cases, air-locks can be
released by tapping or squeezing the various
hoses. If the problem persists, stop the engine
and allow it to cool down completely, before
unscrewing the expansion tank filler cap or
disconnecting hoses to bleed out the trapped
air.
Antifreeze mixture
19If the antifreeze used is not to Ford’s
specification, it should always be renewed at
the suggested intervals. This is necessary not
only to maintain the antifreeze properties, but
also to prevent the corrosion which would
otherwise occur as the corrosion inhibitors
become progressively less effective. Always
use an ethylene glycol-based antifreeze which
is suitable for use in mixed-metal cooling
systems.
20If the antifreeze used is to Ford’s
specification, the levels of protection it affords
are indicated in the Specifications Section of
this Chapter. To give the recommended
standardmixture ratio for this antifreeze, 40%
(by volume) of antifreeze must be mixed with
60% of clean, soft water; if you are using any
other type of antifreeze, follow its
manufacturer’s instructions to achieve the
correct ratio. It is best to make up slightly
more than the system’s specified capacity, so
that a supply is available for subsequent
topping-up.
21Before adding antifreeze, the cooling
system should be completely drained,
preferably flushed, and all hoses checked forcondition and security.  As noted earlier, fresh
antifreeze will rapidly find any weaknesses in
the system.
22After filling with antifreeze, a label should
be attached to the expansion tank, stating the
type and concentration of antifreeze used,
and the date installed. Any subsequent
topping-up should be made with the same
type and concentration of antifreeze. If
topping-up using antifreeze to Ford’s
specification, note that a 50/50 mixture is
permissible, purely for convenience.
23Do not use engine antifreeze in the
windscreen/tailgate washer system, as it will
damage the vehicle’s paintwork. A screen
wash additive should be added to the washer
system in its maker’s recommended
quantities.
General cooling system checks
24The engine should be cold for the cooling
system checks, so perform the following
procedure before driving the vehicle, or after it
has been shut off for at least three hours.
25Remove the expansion tank filler cap (see
Section 3), and clean it thoroughly inside and
out with a rag. Also clean the filler neck on the
expansion tank. The presence of rust or
corrosion in the filler neck indicates that the
coolant should be changed. The coolant
inside the expansion tank should be relatively
clean and transparent. If it is rust- coloured,
drain and flush the system, and refill with a
fresh coolant mixture.
26Carefully check the radiator hoses and
heater hoses along their entire length; renew
any hose which is cracked, swollen or
deteriorated (see Section 12).
27Inspect all other cooling system
components (joint faces, etc.) for leaks. A leak
in the cooling system will usually show up as
white- or rust-coloured deposits on the area
adjoining the leak. Where any problems of this
nature are found on system components,
renew the component or gasket with
reference to Chapter 3.
28Clean the front of the radiator with a soft
brush to remove all insects, leaves, etc,
embedded in the radiator fins. Be careful not
to damage the radiator fins, or cut your fingers
on them. 
1•22
28.11  Ensure radiator undershield is
located securely in three clips at front
edge (arrowed) when refitting
Every 30 000 miles
Every 30 000 miles or 3 years
1The air filter element is located in the air
cleaner assembly on the left-hand side of the
engine compartment. Release the clips, and
lift the air cleaner cover (see illustrations). If
the additional working clearance is required,
unclip the cover from the air mass meter, and
withdraw it completely.
2Lift out the element, and wipe out thehousing (see illustration). Check that no
foreign matter is visible, either in the air intake
or in the air mass meter.
3If carrying out a routine service, the element
must be renewed regardless of its apparent
condition; note that the small foam filter in the
rear right-hand corner of the air cleaner
housing must be cleaned whenever the air
filter element is renewed (see Section 30).
4If you are checking the element for any
other reason, inspect its lower surface; if it is
oily or very dirty, renew the element. If it is
only moderately dusty, it can be re-used byblowing it clean from the upper to the lower
surface with compressed air. Because it is a
pleated-paper type filter, it cannot be washed
or re-oiled. If it cannot be cleaned
satisfactorily with compressed air, discard
and renew it. 
Warning: Wear eye protection
when using compressed air! 
Caution: Never drive the vehicle
with the air cleaner filter element
removed. Excessive engine wear could
result, and backfiring could even cause a
fire under the bonnet.
29 Air filter element renewal 
						

							5Refitting is the reverse of the removal
procedure. Ensure that the element and cover
are securely seated, so that unfiltered air
cannot enter the engine.
1The Positive Crankcase Ventilation (PCV)
system components are located at the front of
the engine, underneath the exhaust manifold
and air intake resonator. Refer to Chapter 6
for further information.
2Check that all components of the system
are securely fastened, correctly routed (with
no kinks or sharp bends to restrict flow) and in
sound condition; renew any worn or damaged
components.
3If oil leakage is noted, disconnect the
various hoses and pipes, and check that all
are clear and unblocked. Remove the air
cleaner assembly cover, air mass meter and
resonator, then check that the hose from the
cylinder head cover to the air cleaner housing
is clear and undamaged. Disconnect the
rubber T-piece both from the union on the
inlet manifold left-hand end, and from the
metal crankcase breather pipe under the
ignition coil. Connect a spare, clean, length of
hose to the breather pipe. Suck on the end of
the hose, then blow through it - little or norestriction to airflow should be felt in either
direction. A similar test can be applied to
check that the inlet manifold passages are
clear - air should be heard hissing out of the
plenum chamber mouth as you blow.
4The PCV valve is designed to allow gases
to flow out of the crankcase only, so that a
depression is created in the crankcase under
most operating conditions, particularly at idle.
Therefore, if either the oil separator or the PCV
valve are thought to be blocked, they must be
renewed (see Chapter 6). In such a case,
however, there is nothing to be lost by
attempting to flush out the blockage using a
suitable solvent. The PCV valve should rattle
when shaken.
5While the air filter element is removed (see
Section 29), wipe out the housing, and
withdraw the small foam filter from its location
in the rear right-hand corner of the housing
(see illustration). If the foam is badly clogged
with dirt or oil, it must be cleaned by soaking it
in a suitable solvent, and allowed to dry
before being refitted.
Spark plug check and renewal
1It is vital for the correct running, full
performance and proper economy of the
engine that the spark plugs perform with
maximum efficiency. The most important
factor in ensuring this is that the plugs fitted
are appropriate for the engine. The suitable
type is given in the Specifications Section at
the beginning of this Chapter, on the Vehicle
Emissions Control Information (VECI) label
located on the underside of the bonnet (only
on models sold in some areas) or in the
vehicle’s Owner’s Handbook. If these sources
specify different plugs, purchase the spark
plug type specified on the VECI label (where
appropriate), as that information is provided
specifically for your engine. If this type is used
and the engine is in good condition, the spark
plugs should not need attention between
scheduled renewal intervals. Spark plug
cleaning is rarely necessary, and should notbe attempted unless specialised equipment is
available, as damage can easily be caused to
the firing ends.
2Spark plug removal and refitting requires a
spark plug socket, with an extension which
can be turned by a ratchet handle or similar.
This socket is lined with a rubber sleeve, to
protect the porcelain insulator of the spark
plug, and to hold the plug while you insert it
into the spark plug hole. You will also need a
wire-type feeler gauge, to check and adjust
the spark plug electrode gap, and a torque
wrench to tighten the new plugs to the
specified torque (see illustration).
3To remove the spark plugs, first open the
bonnet; the plugs are easily reached at the
top of the engine. Note how the spark plug
(HT) leads are routed and secured by clips
along the channel in the cylinder head cover.
31 Spark plug renewal
30 Positive Crankcase
Ventilation (PCV) system
check and filter cleaning
1•23
1
30.5  The Positive Crankcase Ventilation
(PCV) system filter in the air cleaner
assembly must be cleaned whenever the
air filter element is renewed
31.2  Tools required for changing spark
plugs
1Spark plug socket- This will have special
padding inside, to protect the spark plug
porcelain insulator
2Torque wrench- Although not essential,
use of this tool is the best way to ensure that
the plugs are tightened properly
3Ratchet- Standard hand tool to fit the
plug socket
4Extension- Depending on the other tools
available, you may need an extension to reach
the plugs
5Spark plug gap gauge- This gauge for
checking the gap comes in a variety of styles.
Make sure the gap for your engine is included
29.1A  Release the wire clips to detach the
cover from the air cleaner assembly . . .29.1B  . . . noting the long clip normally
hidden by the battery . . .29.2  . . . lift the element out of the housing,
and wipe out its interior before fitting the
new element
Every 30 000 miles 
						

							To prevent the possibility of mixing up spark
plug (HT) leads, it is a good idea to try to work
on one spark plug at a time.
4If the marks on the original-equipment
spark plug (HT) leads cannot be seen, mark
the leads 1 to 4, to correspond to the cylinder
the lead serves (No 1 cylinder is at the timing
belt end of the engine). Pull the leads from the
plugs by gripping the rubber boot sealing thecylinder head cover opening, not the lead,
otherwise the lead connection may be
fractured.
5It is advisable to soak up any water in the
spark plug recesses with a rag, and to remove
any dirt from them using a clean brush,
vacuum cleaner or compressed air before
removing the plugs, to prevent any dirt or
water from dropping into the cylinders. Warning: Wear eye protection
when using compressed air!
6Unscrew the spark plugs, ensuring that the
socket is kept in alignment with each plug - if
the socket is forcibly moved to either side, the
porcelain top of the plug may be broken off. If
any undue difficulty is encountered when
unscrewing any of the spark plugs, carefully
1•24Every 30 000 miles
Specifications
Engine
Direction of crankshaft rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise (seen from right-hand side of vehicle)
Oil filter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion C148
Cooling system
Coolant protection at 40% antifreeze/water mixture ratio:
Slush point  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -25°C (-13°F)
Solidifying point  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -30°C (-22°F)
Coolant specific gravity at 40% antifreeze/water mixture ratio and 
15°C/59°F - with no other additives in coolant  . . . . . . . . . . . . . . . . . . . . 1.061
Fuel system
Idle speed - nominal  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 830 ± 50 rpm*
Air filter element  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion U618
Fuel filter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion L218
* Note: Given for reference only - not adjustable.
Ignition system
Firing order  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3-4-2 (No 1 cylinder at timing belt end of engine)
Spark plugs:*
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion RE7YCC
Electrode gap  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 mm
Spark plug (HT) leads:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion type not available
Maximum resistance per lead  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 000 ohms
* Information on spark plug types and electrode gaps is as recommended by Champion Spark Plug. Where alternative types are used, refer to
their manufacturer’s recommendations
Braking system
Note: No minimum lining thicknesses are given by Ford - the following is given as a general recommendation. If the pad wear warning light
comes on before the front brake pad linings reach the minimum thickness, the pads should nevertheless be renewed immediately.
Minimum front or rear brake pad lining thickness  . . . . . . . . . . . . . . . . . 1.5 mm
Minimum rear brake shoe lining thickness  . . . . . . . . . . . . . . . . . . . . . . . 1.0 mm
Suspension and steering
Tyre pressures (cold):Front Rear
Normally laden*   . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1 bars (31 psi) 2.1 bars (31 psi)
Fully laden*   . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 bars (35 psi) 2.8 bars (41 psi)
Note: Normally laden means up to 3 persons. For sustained high speeds above 100 mph (160 km/h), increased pressures are necessary.
Consult the driver’s handbook supplied with the vehicle.
Wiper blades
Windscreen:
Driver’s side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion X 5303 (and SP 01 spoiler)
Passenger’s side  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion X 5103
Tailgate:
Hatchback  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion X 5103
Estate  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion type not available
Torque wrench settingsNm lbf ft
Auxiliary drivebelt cover fasteners  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 to 10 4 to 7
Auxiliary drivebelt automatic tensioner Torx screws . . . . . . . . . . . . . . . . 23 17
Engine oil drain plug  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 18
Manual transmission filler/level plug  . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 26
Radiator undershield screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 5
Spark plugs  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 11 
						

							check the cylinder head threads and tapered
sealing surfaces for signs of wear, excessive
corrosion or damage; if any of these
conditions is found, seek the advice of a Ford
dealer as to the best method of repair.
7As each plug is removed, examine it as
follows - this will give a good indication of the
condition of the engine. If the insulator nose of
the spark plug is clean and white, with no
deposits, this is indicative of a weak mixture.
8If the tip and insulator nose are covered
with hard black-looking deposits, then this is
indicative that the mixture is too rich. Should
the plug be black and oily, then it is likely that
the engine is fairly worn, as well as the mixture
being too rich.
9If the insulator nose is covered with light tan
to greyish-brown deposits, then the mixture is
correct, and it is likely that the engine is in
good condition.
10If you are renewing the spark plugs,
purchase the new plugs, then check each of
them first for faults such as cracked insulators
or damaged threads. Note also that,
whenever the spark plugs are renewed as a
routine service operation, the spark plug (HT)
leads should be checked as described below.
11The spark plug electrode gap is of
considerable importance as, if it is too large or
too small, the size of the spark and its
efficiency will be seriously impaired. The gap
should be set to the value given in the
Specifications Section of this Chapter. New
plugs will not necessarily be set to the correct
gap, so they should always be checked
before fitting.
12Special spark plug electrode gap
adjusting tools are available from most motor
accessory shops (see illustration).
13To set the electrode gap, measure the
gap with a feeler gauge, and then bend open,
or closed, the outer plug electrode until the
correct gap is achieved (see illustration). The
centre electrode should never be bent, as this
may crack the insulation and cause plug
failure, if nothing worse. If the outer electrode
is not exactly over the centre electrode, bend
it gently to align them.14Before fitting the spark plugs, check that
the threaded connector
sleeves at the top of the plugs are tight, and
that the plug exterior surfaces and threads are
clean. Brown staining on the porcelain,
immediately above the metal body, is quite
normal, and does not necessarily indicate a
leak between the body and insulator.
15On installing the spark plugs, first check
that the cylinder head thread and sealing
surface are as clean as possible; use a clean
rag wrapped around a paintbrush to wipe
clean the sealing surface. Apply a smear of
copper-based grease or anti-seize compound
to the threads of each plug, and screw them
in by hand where possible. Take extra care to
enter the plug threads correctly, as the
cylinder head is of aluminium alloy - it’s often
difficult to insert spark plugs into their holes
without cross-threading them.
16When each spark plug is started correctly
on its threads, screw it down until it just seats
lightly, then tighten it to the specified torquewrench setting (see illustration). If a torque
wrench is not available - and this is one case
where the use of a torque wrench is strongly
recommended - tighten each spark plug
through no more than1/16 of a turn. Do not
exceed the specified torque setting, and
NEVERovertighten these spark plugs - their
tapered seats mean they are almost
impossible to remove if abused.
17Reconnect the spark plug (HT) leads in
their correct order, using a twisting motion on
the boot until it is firmly seated on the end of
the spark plug and on the cylinder head cover.
Spark plug (HT) lead check
18The spark plug (HT) leads should be
checked whenever the plugs themselves are
renewed. Start by making a visual check of
the leads while the engine is running. In a
darkened garage (make sure there is
ventilation) start the engine and observe each
lead. Be careful not to come into contact with
any moving engine parts. If there is a break in
the lead, you will see arcing or a small spark
at the damaged area.
19The spark plug (HT) leads should be
inspected one at a time, to prevent mixing up
the firing order, which is essential for proper
engine operation. Each original lead should be
numbered to identify its cylinder. If the
number is illegible, a piece of tape can be
marked with the correct number, and
wrapped around the lead (the leads should be
numbered 1 to 4, with No 1 lead nearest the
timing belt end of the engine). The lead can
then be disconnected.
20Check inside the boot for corrosion, which
will look like a white crusty powder. Clean this
off as much as possible; if it is excessive, or if
cleaning leaves the metal connector too badly
corroded to be fit for further use, the lead
must be renewed. Push the lead and boot
back onto the end of the spark plug. The boot
should fit tightly onto the end of the plug - if it
doesn’t, remove the lead and use pliers
carefully to crimp the metal connector inside
the boot until the fit is snug.
21Using a clean rag, wipe the entire length of
1•25
1
Every 30 000 miles
31.12  Spark plug manufacturers
recommend using a wire-type gauge when
checking the gap - if the wire does not
slide between the electrodes with a slight
drag, adjustment is required31.13  To change the gap, bend the outer
electrode only, as indicated by the arrows,
and be very careful not to crack or chip the
porcelain insulator surrounding the centre
electrode31.16  Spark plugs have tapered seats - do
not overtighten them on refitting, or you
will not be able to get them out again
without risking damage to the plugs and
cylinder head
To avoid the possibility of cross-
threading a spark plug, fit a short piece
of rubber hose over the end of the
plug. The flexible hose acts as a
universal joint, to help align the plug
with the plug hole. Should the plug
begin to cross-thread, the hose will slip
on the spark plug, preventing thread
damage. 
						

							1•26Every 60 000 miles
Every 60 000 miles
Refer to Chapter 2, Part A.
Warning: Petrol is extremely
flammable, so extra precautions
must be taken when working on
any part of the fuel system. Do not smoke,
or allow open flames or bare light bulbs,
near the work area. Also, do not work in a
garage if a gas appliance with a pilot light is
present. While performing any work on the
fuel system, wear safety glasses, and have
a suitable (Class B) fire extinguisher on
hand. If you spill any fuel on your skin, rinse
it off immediately with soap and water.
1The fuel filter is located at the front right-
hand corner of the fuel tank, just forward of
the vehicle’s right-hand rear jacking point. The
filter performs a vital role in keeping dirt and
other foreign matter out of the fuel system,
and so must be renewed at regular intervals,or whenever you have reason to suspect that
it may be clogged. It is always unpleasant
working under a vehicle - pressure-washing or
hosing clean the underbody in the filter’s
vicinity will make working conditions more
tolerable, and will reduce the risk of getting
dirt into the fuel system.
2Relieve any residual pressure in the system
by removing the fuel pump fuse (No 14) and
starting the engine; allow the engine to idle until
it dies. Turn the engine over once or twice on
the starter, to ensure that all pressure is
released, then switch off the ignition. 
Warning: This procedure will
merely relieve the pressure
necessary for the engine to run -
remember that fuel will still be present in
the system components, and take
precautions before disconnecting them.
3Noting the comments made in Section 1 of
Chapter 5, disconnect the battery earth terminal.
4Jack up the rear right-hand side of the
vehicle, and support it securely on an axle stand.
5Using rag to soak up any spilt fuel, release
the fuel feed and outlet pipe unions from the
filter, by squeezing together the protruding
locking lugs on each union, and carefully
pulling the union off the filter stub (seeillustration). Where the unions are colour-
coded, the feed and outlet pipes cannot be
confused; where both unions are the same
colour, note carefully which pipe is connected
to which filter stub, and ensure that they are
correctly reconnected on refitting.
6Noting the arrows and/or other markings on
the filter showing the direction of fuel flow
(towards the engine), slacken the filter clamp
screw and withdraw the filter. Note that the
filter will still contain fuel; care should be
taken, to avoid spillage and to minimise the
risk of fire.
7On installation, slide the filter into its clamp
so that the arrow marked on it faces the
correct way, then slide each pipe union on to
its (correct) respective filter stub, and press it
down until the locking lugs click into their
groove (see illustrations). Tighten the clamp
screw carefully, until the filter is just prevented
from moving; do not overtighten the clamp
screw, or the filter casing may be crushed.
8Refit the fuel pump fuse and reconnect the
battery earth terminal, then switch the ignition
on and off five times, to pressurise the
system. Check for any sign of fuel leakage
around the filter unions before lowering the
vehicle to the ground and starting the engine.
33 Fuel filter renewal
32 Timing belt renewal
33.5  Squeeze together fuel filter pipe union
locking lugs, then pull pipes off filter stubs -
ensure pipes are correctly reconnected33.7A  When installing the new filter,
ensure the arrow showing direction of fuel
flow points towards the engine . . .
Every 3 years
The procedure is similar to that for the
bleeding of the hydraulic system as described
in Chapter 9, except that the brake fluid
reservoir should be emptied by syphoning,and allowance should be made for the old
fluid to be removed from the circuit when
bleeding a section of the circuit.
34 Brake fluid renewal
31.22  Measure the resistance of the spark
plug leads - if any exceeds the specified
maximum value, renew all the leads 
the lead to remove built-up dirt and grease.
Once the lead is clean, check for burns, cracks
and other damage. Do not bend the lead
sharply, because the conductor might break.
22Disconnect the lead from the ignition coil
by pressing together the plastic retaining
catches and pulling the end fitting off the coil
terminal. Check for corrosion and for a tight
fit. If a meter with the correct measuring range
is available, measure the resistance of the
disconnected lead from its coil connector to
its spark plug connector (see illustration). If
the resistance recorded for any of the leads
exceeds the value specified, all the leadsshould be renewed as a set. Refit the lead to
the coil, noting that each coil terminal is
marked with its respective cylinder number,
so that there is no risk of mixing up the leads
and upsetting the firing order.
23Inspect the remaining plug leads, ensuring
that each is securely fastened both ends when
the check is complete. If any sign of arcing,
severe connector corrosion, burns, cracks or
other damage is noticed, obtain new spark
plug (HT) leads, renewing them as a set. If new
spark plug leads are to be fitted, remove and
refit them one at a time, to avoid mix-ups in
the firing order. 
33.7B  . . . secure pipe unions as described -
do not overtighten clamp screw (arrowed)