Ford Mondeo 4 Owners Manual

							each of the holes, to remove rust, corrosion,
thread sealant or sludge, and to restore
damaged threads (see illustration). If
possible, use compressed air to clear the
holes of debris produced by this operation; a
good alternative is to inject aerosol-applied
water-dispersant lubricant into each hole,
using the long spout usually supplied. 
Warning: Wear eye protection
when cleaning out these holes in
this way, and be sure to dry out
any excess liquid left in the holes.
9When all inspection and repair procedures
are complete (see below) and the block is
ready for reassembly, apply suitable sealant
to the new oil gallery plugs, and insert them
into the holes in the block. Tighten them
securely. After coating the sealing surfaces of
the new core plugs with suitable sealant,
install them in the cylinder block/crankcase
(see illustration). Make sure they are driven
in straight and seated properly, or leakage
could result. Special tools are available for
this purpose, but a large socket with an
outside diameter that will just slip into the
core plug, used with an extension and
hammer, will work just as well.
10Refit the blanking plugs or (new) piston-
cooling oil jets (as applicable), tightening their
Torx screws to the torque wrench setting
specified (see illustration). Refit also all other
external components removed, referring tothe relevant Chapter of this manual for further
details where required. Refit the main bearing
caps, and tighten the bolts finger-tight.
11If the engine is not going to be
reassembled right away, cover it with a large
plastic bag to keep it clean; protect the
machined surfaces as described above, to
prevent rusting.
Inspection
12Visually check the castings for cracks and
corrosion. Look for stripped threads in the
threaded holes. If there has been any history
of internal coolant leakage, it may be
worthwhile having an engine overhaul
specialist check the cylinder block/crankcase
for cracks with special equipment. If defects
are found, have them repaired, if possible, or
renew the assembly (see illustration).
13Check each cylinder bore for scuffing and
scoring.
14Noting that the cylinder bores must be
measured with all the crankshaft main bearing
caps bolted in place (without the crankshaft
and bearing shells), to the specified torque
wrench settings, measure the diameter of
each cylinder at the top (just under the ridge
area), centre and bottom of the cylinder bore,
parallel to the crankshaft axis. Next, measure
each cylinder’s diameter at the same three
locations across the crankshaft axis (see
illustrations). Note the measurements
obtained.
Engine removal and general engine overhaul procedures  2B•15
2B
11.12  Cylinder block, piston/connecting
rod and crankshaft details
1  Cylinder block/crankcase
2  Piston
3  Connecting rod
4  Big-end bearing shell
5  Big-end bearing cap
6  Big-end bearing cap bolts
7  Crankshaft
11.14A  Measure the diameter of each
cylinder just under the wear ridge (A), at
the centre (B) and at the bottom (C)
11.14B  The ability to “feel” when the
telescoping gauge is at the correct point will
be developed over time, so work slowly, and
repeat the check until you’re satisfied that
the bore measurement is accurate
11.8  All bolt holes in the block -
particularly the main bearing cap and head
bolt holes - should be cleaned and
restored with a tap (be sure to remove
debris from the holes after this is done)11.9  A large socket on an extension can
be used to drive the new core plugs into
their bores11.10  Do not forget to refit all components
- such as oilway blanking plugs (three of
four arrowed) - tighten fasteners to torque
wrench settings specified
11.14C  The gauge is then measured with a
micrometer to determine the bore size 
						

							15Measure the piston diameter at right-
angles to the gudgeon pin axis, just above the
bottom of the skirt; again, note the results
(see illustration).
16If it is wished to obtain the piston-to-bore
clearance, measure the bore and piston skirt
as described above, and subtract the skirt
diameter from the bore measurement. If the
precision measuring tools shown are not
available, the condition of the pistons and
bores can be assessed, though not quite as
accurately, by using feeler gauges as follows.
Select a feeler gauge of thickness equal to the
specified piston-to-bore clearance, and slip it
into the cylinder along with the matching
piston. The piston must be positioned exactly
as it normally would be. The feeler gauge
must be between the piston and cylinder on
one of the thrust faces (at right-angles to the
gudgeon pin bore). The piston should slip
through the cylinder (with the feeler gauge in
place) with moderate pressure; if it falls
through or slides through easily, the clearance
is excessive, and a new piston will be
required. If the piston binds at the lower end
of the cylinder, and is loose toward the top,
the cylinder is tapered. If tight spots are
encountered as the piston/feeler gauge is
rotated in the cylinder, the cylinder is out-of-
round (oval).
17Repeat these procedures for the
remaining pistons and cylinder bores.
18Compare the results with the
Specifications at the beginning of this
Chapter; if any measurement is beyond the
dimensions specified for that class (check the
piston crown marking to establish the class of
piston fitted), or if any bore measurement is
significantly different from the others
(indicating that the bore is tapered or oval),
the piston or bore is excessively-worn.
19Worn pistons must be renewed; at the
time of writing, pistons are available as Ford
replacement parts only as part of the
complete piston/connecting rod assembly.
See a Ford dealer or engine reconditioning
specialist for advice.
20If any of the cylinder bores are badlyscuffed or scored, or if they are excessively-
worn, out-of-round or tapered, the usual
course of action would be to have the cylinder
block/crankcase rebored, and to fit new,
oversized, pistons on reassembly. See a Ford
dealer or engine reconditioning specialist for
advice.
21If the bores are in reasonably good
condition and not excessively-worn, then it
may only be necessary to renew the piston
rings.
22If this is the case (and if new rings can be
found), the bores should be honed, to allow
the new rings to bed in correctly and provide
the best possible seal; before honing the
bores, refit the main bearing caps (without the
bearing shells), and tighten the bolts to the
specified torque wrench setting. Note:If you
don’t have the tools, or don’t want to tackle
the honing operation, most engine
reconditioning specialists will do it for a
reasonable fee.
23Two types of cylinder hones are
commonly available - the flex hone or “bottle-
brush” type, and the more traditional
surfacing hone with spring-loaded stones.
Both will do the job and are used with a
power drill, but for the less-experienced
mechanic, the “bottle-brush” hone will
probably be easier to use. You will also need
some paraffin or honing oil, and rags.
Proceed as follows:
(a) Mount the hone in the drill, compress the
stones, and slip it into the first bore (see
illustration). Be sure to wear safety
goggles or a face shield!
(b) Lubricate the bore with plenty of honing
oil, switch on the drill, and move the hone
up and down the bore, at a pace that will
produce a fine cross-hatch pattern on the
cylinder walls. Ideally, the cross-hatch
lines should intersect at approximately a
60° angle (see illustration). Be sure to
use plenty of lubricant, and don’t take off
any more material than is absolutely
necessary to produce the desired finish.
Note:Piston ring manufacturers may
specify a different crosshatch angle - readand follow any instructions included with
the new rings.
(c) Don’t withdraw the hone from the bore
while it’s running. Instead, switch off the
drill, and continue moving the hone up
and down the bore until it comes to a
complete stop, then compress the stones
and withdraw the hone. If you’re using a
“bottle-brush” hone, switch off the drill,
then turn the chuck in the normal
direction of rotation while withdrawing the
hone from the bore.
(d) Wipe the oil out of the bore, and repeat
the procedure for the remaining cylinders.
(e) When all the cylinder bores are honed,
chamfer the top edges of the bores with a
small file, so the rings won’t catch when
the pistons are installed. Be very careful
not to nick the cylinder walls with the end
of the file.
(f) The entire cylinder block/crankcase must
be washed very thoroughly with warm,
soapy water, to remove all traces of the
abrasive grit produced during the honing
operation. Note:The bores can be
considered clean when a lint-free white
cloth - dampened with clean engine oil -
used to wipe them out doesn’t pick up
any more honing residue, which will show
up as grey areas on the cloth. Be sure to
run a brush through all oil holes and
galleries, and flush them with running
water.
(g) When the cylinder block/crankcase is
completely clean, rinse it thoroughly and
dry it, then lightly oil all exposed
machined surfaces, to prevent rusting.
24The cylinder block/crankcase should now
be completely clean and dry, with all
components checked for wear or damage,
and repaired or overhauled as necessary.
Refit as many ancillary components as
possible, for safekeeping (see paragraphs 9
and 10 above). If reassembly is not to start
immediately, cover the block with a large
plastic bag to keep it clean, and protect the
machined surfaces as described above to
prevent rusting.
2B•16 Engine removal and general engine overhaul procedures
11.15  Measure the piston skirt diameter at
right-angles to the gudgeon pin axis, just
above the base of the skirt11.23A  A “bottle-brush” hone will produce
better results if you have never honed
cylinders before11.23B  The cylinder hone should leave a
smooth, cross-hatch pattern with the lines
intersecting at approximately a 60º angle 
						

							Note:Always check first what replacement
parts are available before planning any
overhaul operation; refer to Section 1 of this
Part. A Ford dealer, or a good engine
reconditioning specialist/automotive parts
supplier may be able to suggest alternatives
which will enable you to overcome the lack of
replacement parts.
1Before the inspection process can be
carried out, the piston/connecting rod
assemblies must be cleaned, and the original
piston rings removed from the pistons. The
rings should have smooth, polished working
surfaces, with no dull or carbon-coated
sections (showing that the ring is not sealing
correctly against the bore wall, so allowing
combustion gases to blow by) and no traces
of wear on their top and bottom surfaces. The
end gaps should be clear of carbon, but not
polished (indicating a too-small end gap), and
all the rings (including the elements of the oil
control ring) should be free to rotate in their
grooves, but without excessive up-and-down
movement. If the rings appear to be in good
condition, they are probably fit for further use;
check the end gaps (in an unworn part of the
bore) as described in Section 16. If any of the
rings appears to be worn or damaged, or has
an end gap significantly different from the
specified value, the usual course of action is
to renew all of them as a set. Note:While it is
usual always to renew piston rings when an
engine is overhauled, this of course assumes
that rings are available separately - if not, it
follows that great care must be taken not to
break or damage any of the rings during the
following procedures, and to ensure that each
ring is marked on removal so that it is refitted
onlythe original way up, and onlyto the same
groove.
2Using a piston ring renoval  tool, carefully
remove the rings from the pistons. Be careful
not to nick or gouge the pistons in the
process, and mark or label each ring as it is
removed, so that its original top surface canbe identified on reassembly, and so that it can
be returned to its original groove. Take care
also with your hands - piston rings are sharp! 
3Scrape all traces of carbon from the top of
the piston. A hand-held wire brush or a piece
of fine emery cloth can be used, once the
majority of the deposits have been scraped
away. Do not, under any circumstances, use a
wire brush mounted in a drill motor to remove
deposits from the pistons - the piston material
is soft, and may be eroded away by the wire
brush.
4Use a piston ring groove-cleaning tool to
remove carbon deposits from the ring
grooves. If a tool isn’t available, but
replacement rings have been found, a piece
broken off the old ring will do the job. Be very
careful to remove only the carbon deposits -
don’t remove any metal, and do not nick or
scratch the sides of the ring grooves (see
illustrations). Protect your fingers - piston
rings are sharp!
5Once the deposits have been removed,
clean the piston/rod assemblies with solvent,
and dry them with compressed air (if
available). Make sure the oil return holes in the
back sides of the ring grooves, and the oilhole in the lower end of each rod, are clear.
6If the pistons and cylinder walls aren’t
damaged or worn excessively - refer to
Section 11 for details of inspection and
measurement procedures - and if the cylinder
block/crankcase is not rebored, new pistons
won’t be necessary. Normal piston wear
appears as even vertical wear on the piston
thrust surfaces, and slight looseness of the
top ring in its groove.
7Carefully inspect each piston for cracks
around the skirt, at the pin bosses, and at the
ring lands (between the ring grooves).
8Look for scoring and scuffing on the thrust
faces of the skirt, holes in the piston crown,
and burned areas at the edge of the crown. If
the skirt is scored or scuffed, the engine may
have been suffering from overheating and/or
abnormal combustion, which caused
excessively-high operating temperatures. The
cooling and lubrication systems should be
checked thoroughly. A hole in the piston
crown is an indication that abnormal
combustion (pre-ignition) was occurring.
Burned areas at the edge of the piston crown
are usually evidence of spark knock
(detonation). If any of the above problems
exist, the causes must be corrected, or the
damage will occur again. The causes may
include intake air leaks, incorrect fuel/air
mixture, incorrect ignition timing, or EGR
system malfunctions.
9Corrosion of the piston, in the form of small
pits, indicates that coolant is leaking into the
combustion chamber and/or the crankcase.
Again, the cause must be corrected, or the
problem may persist in the rebuilt engine.
10Check the piston-to-rod clearance by
twisting the piston and rod in opposite
directions. Any noticeable play indicates
excessive wear, which must be corrected. The
piston/connecting rod assemblies should be
taken to a Ford dealer or engine recondition-
ing specialist to have the pistons, gudgeon
pins and rods checked, and new components
fitted as required.
11Don’tattempt to separate the pistons
from the connecting rods (even if non-genuine
replacements are found elsewhere). This is a
task for a Ford dealer or similar engine
reconditioning specialist, due to the special
heating equipment, press, mandrels and
supports required to do the job. If the
piston/connecting rod assemblies do require
this sort of work, have the connecting rods
checked for bend and twist, since only such
engine repair specialists will have the facilities
for this purpose.
12Check the connecting rods for cracks and
other damage. Temporarily remove the big-
end bearing caps and the old bearing shells,
wipe clean the rod and cap bearing recesses,
and inspect them for nicks, gouges and
scratches. After checking the rods, replace
the old shells, slip the caps into place, and
tighten the bolts finger-tight.
12 Piston/connecting rod
assemblies - inspection
Engine removal and general engine overhaul procedures  2B•17
2B
12.4A  The piston ring grooves can be
cleaned with a special tool, as shown 
here . . .12.4B  . . . or a section of a broken ring, if
available
If a piston ring removal tool is not
available, the rings can be removed by
hand, expanding them over the top of
the pistons. The use of two or three old
feeler blades will be helpful in
preventing the rings dropping into
empty grooves. 
						

							Note:Always check first what replacement
parts are available before planning any
overhaul operation; refer to Section 1 of this
Part. A Ford dealer, or a good engine
reconditioning specialist/automotive parts
supplier, may be able to suggest alternatives
which will enable you to overcome the lack of
replacement parts.
1Clean the crankshaft, and dry it with
compressed air if available. 
Warning: Wear eye protection
when using compressed air! Be
sure to clean the oil holes with a
pipe cleaner or similar probe.
2Check the main and crankpin (big-end)
bearing journals for uneven wear, scoring,
pitting and cracking.
3Rub a penny across each journal several
times (see illustration). If a journal picks up
copper from the penny, it is too rough.
4Remove all burrs from the crankshaft oil
holes with a stone, file or scraper.
5Using a micrometer, measure the diameter
of the main bearing and crankpin (big-end)
journals, and compare the results with the
Specifications at the beginning of this Chapter
(see illustration).
6By measuring the diameter at a number of
points around each journal’s circumference,
you will be able to determine whether or not
the journal is out-of-round. Take the
measurement at each end of the journal, near
the webs, to determine if the journal is
tapered.
7If the crankshaft journals are damaged,
tapered, out-of-round, or worn beyond the
limits specified in this Chapter, the crankshaft
must be taken to an engine overhaul
specialist, who will regrind it, and who can
supply the necessary undersize bearing
shells.
8Check the oil seal journals at each end of
the crankshaft for wear and damage. If either
seal has worn an excessive groove in itsjournal, consult an engine overhaul specialist,
who will be able to advise whether a repair is
possible, or whether a new crankshaft is
necessary.
Note:Always check first what replacement
parts are available before planning any
overhaul operation; refer to Section 1 of this
Part. A Ford dealer, or a good engine
reconditioning specialist/automotive parts
supplier, may be able to suggest alternatives
which will enable you to overcome the lack of
replacement parts.
1Even though the main and big-end bearing
shells should be renewed during the engine
overhaul, the old shells should be retained for
close examination, as they may reveal
valuable information about the condition of
the engine (see illustration).
2Bearing failure occurs because of lack of
lubrication, the presence of dirt or other
foreign particles, overloading the engine, and
corrosion. Regardless of the cause of bearing
failure, it must be corrected before the engine
is reassembled, to prevent it from happening
again.
3When examining the bearing shells, remove
them from the cylinder block/crankcase and
main bearing caps, and from the connecting
rods and the big-end bearing caps, then lay
them out on a clean surface in the same
general position as their location in the
engine. This will enable you to match any
bearing problems with the corresponding
crankshaft journal. Do nottouch any shell’s
bearing surface with your fingers while
checking it, or the delicate surface may be
scratched.
4Dirt or other foreign matter gets into the
engine in a variety of ways. It may be left in
the engine during assembly, or it may pass
through filters or the crankcase ventilation
system. It may get into the oil, and from there
into the bearings. Metal chips from machining
operations and normal engine wear are often
present. Abrasives are sometimes left in
engine components after reconditioning,especially when parts are not thoroughly
cleaned using the proper cleaning methods.
Whatever the source, these foreign objects
often end up embedded in the soft bearing
material, and are easily recognized. Large
particles will not embed in the material, and
will score or gouge the shell and journal. The
best prevention for this cause of bearing
failure is to clean all parts thoroughly, and to
keep everything spotlessly-clean during
engine assembly. Frequent and regular engine
oil and filter changes are also recommended.
5Lack of lubrication (or lubrication
breakdown) has a number of inter-related
causes. Excessive heat (which thins the oil),
overloading (which squeezes the oil from the
bearing face) and oil leakage (from excessive
bearing clearances, worn oil pump or high
engine speeds) all contribute to lubrication
breakdown. Blocked oil passages, which
usually are the result of misaligned oil holes in
a bearing shell, will also starve a bearing of oil,
and destroy it. When lack of lubrication is the
cause of bearing failure, the bearing material
is wiped or extruded from the shell’s steel
backing. Temperatures may increase to the
point where the steel backing turns blue from
overheating.
6Driving habits can have a definite effect on
bearing life. Full-throttle, low-speed operation
(labouring the engine) puts very high loads on
bearings, which tends to squeeze out the oil
film. These loads cause the shells to flex,
which produces fine cracks in the bearing
face (fatigue failure). Eventually, the bearing
material will loosen in pieces, and tear away
from the steel backing. Short-distance driving
leads to corrosion of bearings, because
insufficient engine heat is produced to drive
off condensed water and corrosive gases.
These products collect in the engine oil,
forming acid and sludge. As the oil is carried
14 Main and big-end bearings-
inspection
13 Crankshaft - inspection
2B•18 Engine removal and general engine overhaul procedures
13.3  Rubbing a penny lengthwise along
each journal will reveal its condition - if
copper rubs off and is embedded in the
crankshaft, the journals should be
reground13.5  Measure the diameter of each
crankshaft journal at several points, to
detect taper and out-of-round conditions
14.1  When inspecting the main and big-
end bearings, look for these problems 
						

							to the engine bearings, the acid attacks and
corrodes the bearing material.
7Incorrect shell refitting during engine
assembly will lead to bearing failure as well.
Tight-fitting shells leave insufficient bearing
running clearance, and will result in oil
starvation. Dirt or foreign particles trapped
behind a bearing shell result in high spots on
the bearing, which lead to failure. Do not
touch any shell’s bearing surface with your
fingers during reassembly; there is a risk of
scratching the delicate surface, or of
depositing particles of dirt on it.
1Before reassembly begins, ensure that all
new parts have been obtained, and that all
necessary tools are available. Read through
the entire procedure, to familiarise yourself
with the work involved, and to ensure that all
items necessary for reassembly of the engine
are at hand. In addition to all normal tools and
materials, suitable sealant will be required for
two of the joint faces (Ford recommend
Hylosil 102 for the cylinder block/crankcase-
to-sump/oil pump/oil seal carrier joints, and
Loctite 518 for the camshaft right-hand
bearing caps). In all other cases, provided the
relevant mating surfaces are clean and flat,
new gaskets will be sufficient to ensure joints
are oil-tight. Do notuse any kind of silicone-
based sealant on any part of the fuel system
or inlet manifold, and neveruse exhaust
sealants upstream of the catalytic converter.
2In order to save time and avoid problems,
engine reassembly can be carried out in the
following order:
(a) Crankshaft (Section 17).
(b) Piston/connecting rod assemblies
(Section 18).
(c) Oil pump (Part A of this Chapter, Section
16).
(d) Sump (Part A of this Chapter, Section 15).
(e) Flywheel/driveplate (Part A of this
Chapter, Section 21).
(f) Cylinder head (Part A of this Chapter,
Section 14).(g) Timing belt inner cover, tensioner and
toothed pulleys, and timing belt (Part A of
this Chapter).
(h) Engine external components.
3At this stage, all engine components should
be absolutely clean and dry, with all faults
repaired; they should be laid out (or in
individual containers) on a completely-clean
work surface.
1Before installing new piston rings, check
the end gaps. Lay out each piston set with a
piston/connecting rod assembly, and keep
them together as a matched set from now on.
2Insert the top compression ring into the first
cylinder, and square it up with the cylinder
walls by pushing it in with the top of the piston
(see illustration). The ring should be near the
bottom of the cylinder, at the lower limit of
ring travel.
3To measure the end gap, slip feeler gauges
between the ends of the ring, until a gauge
equal to the gap width is found (see
illustration). The feeler gauge should slide
between the ring ends with a slight amount of
drag. Compare the measurement to the value
given in the Specifications Section of this
Chapter; if the gap is larger or smaller than
specified, double-check to make sure you
have the correct rings before proceeding. If
you are assessing the condition of used rings,
have the cylinder bores checked and
measured by a Ford dealer or similar engine
reconditioning specialist, so that you can be
sure of exactly which component is worn, and
seek advice as to the best course of action to
take.
4If the end gap is still too small, it must be
opened up by careful filing of the ring ends
using a fine file. If it is too large, this is not as
serious, unless the specified limit is exceeded,
in which case very careful checking is
required of the dimensions of all components,
as well as of the new parts.
5Repeat the procedure for each ring that will
be installed in the first cylinder, and for eachring in the remaining cylinders. Remember to
keep rings, pistons and cylinders matched up.
6Refit the piston rings as follows. Where the
original rings are being refitted, use the marks
or notes made on removal, to ensure that
each ring is refitted to its original groove and
the same way up. New rings generally have
their top surfaces identified by markings
(often an indication of size, such as “STD”, or
the word “TOP”) - the rings must be fitted with
such markings uppermost (see illustration).
Note:Always follow the instructions printed
on the ring package or box - different
manufacturers may require different
approaches. Do not mix up the top and
second compression rings, as they usually
have different cross-sections.
7The oil control ring (lowest one on the
piston) is usually installed first. It is composed
of three separate elements. Slip the
spacer/expander into the groove (see
illustration). If an anti-rotation tang is used,
make sure it is inserted into the drilled hole in
the ring groove. Next, install the lower side
rail. Don’t use a piston ring installation tool on
the oil ring side rails, as they may be
damaged. Instead, place one end of the side
rail into the groove between the
spacer/expander and the ring land, hold it
firmly in place, and slide a finger around the
piston while pushing the rail into the groove
16 Piston rings - refitting
15 Engine overhaul - 
reassembly sequence
Engine removal and general engine overhaul procedures  2B•19
2B
16.7A  Installing the spacer/expander in
the oil control ring groove
16.2  When checking piston ring end gap,
the ring must be square in the cylinder
bore (this is done by pushing the ring down
with the top of a piston, as shown)
16.3  With the ring square in the bore,
measure the end gap with a feeler 
gauge16.6  Look for etched markings (“STD” -
indicating a standard-sized ring - shown
here) identifying piston ring top surface 
						

							(see illustration). Next, install the upper side
rail in the same manner.
8After the three oil ring components have
been installed, check that both the upper and
lower side rails can be turned smoothly in the
ring groove.
9The second compression (middle) ring is
installed next, followed by the top
compression ring - ensure their marks are
uppermost, and be careful not to confuse
them. Don’t expand either ring any more than
necessary to slide it over the top of the piston.
10With all the rings in position, space the
ring gaps (including the elements of the oil
control ring) uniformly around the piston at
120° intervals. Repeat the procedure for the
remaining pistons and rings.
1Crankshaft refitting is the first major step in
engine reassembly. It is assumed at this point
that the cylinder block/crankcase and
crankshaft have been cleaned, inspected and
repaired or reconditioned as necessary.
Position the engine upside-down.
2Remove the main bearing cap bolts, and liftout the caps. Lay the caps out in the proper
order, to ensure correct installation.
3If they’re still in place, remove the old
bearing shells from the block and the main
bearing caps. Wipe the bearing recesses of
the block and caps with a clean, lint-free
cloth. They must be kept spotlessly-clean!
Main bearing running clearance
check
4Clean the backs of the new main bearing
shells. Fit the shells with an oil groove in each
main bearing location in the block; note the
thrustwashers integral with the No 3 (centre)
main bearing upper shell. Fit the other shell
from each bearing set in the corresponding
main bearing cap. Make sure the tab on each
bearing shell fits into the notch in the block or
cap. Also, the oil holes in the block must line
up with the oil holes in the bearing shell (see
illustration).
Caution: Don’t hammer the shells
into place, and don’t nick or gouge
the bearing faces. No lubrication
should be used at this time.
5Clean the bearing surfaces of the shells inthe block and the crankshaft main bearing
journals with a clean, lint-free cloth. Check or
clean the oil holes in the crankshaft, as any
dirt here can go only one way - straight
through the new bearings.
6Once you’re certain the crankshaft is clean,
carefully lay it in position in the main bearings.
Trim several pieces of the appropriate-size
Plastigage (they must be slightly shorter than
the width of the main bearings), and place one
piece on each crankshaft main bearing
journal, parallel with the crankshaft centre-line
(see illustration).
7Clean the bearing surfaces of the cap
shells, and install the caps in their respective
positions (don’t mix them up) with the arrows
pointing to the timing belt end of the engine.
Don’t disturb the Plastigage (see illustration).
8Working on one cap at a time, from the
centre main bearing outwards (and ensuring
that each cap is tightened down squarely and
evenly onto the block), tighten the main
bearing cap bolts to the specified torque
wrench setting. Don’t rotate the crankshaft at
any time during this operation!
9Remove the bolts, and carefully lift off the
main bearing caps. Keep them in order. Don’t
disturb the Plastigage or rotate the
crankshaft. If any of the main bearing caps are
difficult to remove, tap them gently from side-
to-side with a soft-faced mallet to loosen
them.
10Compare the width of the crushed
Plastigage on each journal with the scale
printed on the Plastigage envelope to obtain
the main bearing running clearance (see
illustration). Check the Specifications to
make sure that the clearance is correct.
11If the clearance is not as specified, seek
the advice of a Ford dealer or similar engine
reconditioning specialist - if the crankshaft
journals are in good condition (see Sec-
tion 13), it may be possible simply to renew
the shells to achieve the correct clearance. If
this is not possible, the crankshaft must be
reground by a specialist who can supply the
necessary undersized shells. First though,
17 Crankshaft- 
refitting and main bearing
running clearance check
2B•20 Engine removal and general engine overhaul procedures
16.7B  DO NOT use a piston ring
installation tool when installing the oil ring
side rails17.4  Tab on each bearing shell must
engage with notch in block or cap, and oil
holes in upper shells must align with block
oilways17.6  Lay the Plastigage strips (arrowed) on
the main bearing journals, parallel to the
crankshaft centre-line
17.7  Refit the main bearing caps and
tighten the bolts as specified
17.10  Compare the width of the crushed
Plastigage to the scale on the envelope to
determine the main bearing oil clearance
(always take the measurement at the
widest point of the Plastigage). Be sure to
use the correct scale; Imperial and metric
scales are included 
						

							make sure that no dirt or oil was between the
bearing shells and the caps or block when the
clearance was measured. If the Plastigage is
noticeably wider at one end than the other,
the journal may be tapered (see Section 13).
12Carefully scrape all traces of the
Plastigage material off the main bearing
journals and the bearing surfaces. Be very
careful not to scratch the bearing - use your
fingernail or the edge of a credit card.
Final refitting
13Carefully lift the crankshaft out of the
engine. Clean the bearing surfaces of the
shells in the block, then apply a thin, uniform
layer of clean molybdenum disulphide-based
grease, engine assembly lubricant, or clean
engine oil to each surface (see illustration).
Coat the thrustwasher surfaces as well.
14Lubricate the crankshaft oil seal journals
with molybdenum disulphide-based grease,
engine assembly lubricant, or clean engine oil.
15Make sure the crankshaft journals are
clean, then lay the crankshaft back in place in
the block (see illustration). Clean the bearing
surfaces of the shells in the caps, then
lubricate them. Install the caps in their
respective positions, with the arrows pointing
to the timing belt end of the engine.
16Working on one cap at a time, from the
centre main bearing outwards (and ensuring
that each cap is tightened down squarely and
evenly onto the block), tighten the mainbearing cap bolts to the specified torque
wrench setting.
17Rotate the crankshaft a number of times
by hand, to check for any obvious binding.
18Check the crankshaft endfloat (see
Section 10). It should be correct if the
crankshaft thrust faces aren’t worn or
damaged, and if the No 3 (centre) main
bearing’s upper shell has been renewed.
19Refit the crankshaft left-hand oil seal
carrier, and install a new seal (see Part A of
this Chapter, Section 20).
1Before refitting the piston/connecting rod
assemblies, the cylinder bores must be
perfectly clean, the top edge of each cylinder
must be chamfered, and the crankshaft must
be in place.
2Remove the big-end bearing cap from No 1
cylinder connecting rod (refer to the marks
noted or made on removal). Remove the
original bearing shells, and wipe the bearing
recesses of the connecting rod and cap with a
clean, lint-free cloth. They must be kept
spotlessly-clean!
Big-end bearing running
clearance check
3Clean the back of the new upper bearing
shell, fit it to the connecting rod, then fit the
other shell of the bearing set to the big-end
bearing cap. Make sure the tab on each shell
fits into the notch in the rod or cap recess
(see illustration).
Caution: Don’t hammer the shells
into place, and don’t nick or
gouge the bearing face. Don’t
lubricate the bearing at this time.
4It’s critically important that all mating
surfaces of the bearing components are
perfectly clean and oil-free when they’re
assembled.
5Position the piston ring gaps as described
in Section 16, lubricate the piston and rings
with clean engine oil, and attach a piston ring
compressor to the piston. Leave the skirt
protruding about a quarter-inch, to guide the
piston into the cylinder bore. The rings must
be compressed until they’re flush with the
piston.
6Rotate the crankshaft until No 1 crankpin
(big-end) journal is at BDC (Bottom Dead
Centre), and apply a coat of engine oil to the
cylinder walls.
7Arrange the No 1 piston/connecting rod
assembly so that the arrow on the piston
crown points to the timing belt end of the
engine. The cylinder number (counting from
the timing belt end of the engine) is etched
into the flat-machined surface of the
connecting rod and its cap, and must be
visible from the front (exhaust side) of the
engine (see illustrations 9.5A and 9.5B).
Gently insert the assembly into the No 1
cylinder bore, and rest the bottom edge of the
ring compressor on the engine block.
8Tap the top edge of the ring compressor to
make sure it’s contacting the block around its
entire circumference.
9Gently tap on the top of the piston with the
end of a wooden hammer handle (see
illustration), while guiding the connecting
18 Piston/connecting rod
assemblies-
refitting and big-end bearing
running clearance check
Engine removal and general engine overhaul procedures  2B•21
2B
18.3  Tab on each big-end bearing shell
must engage with notch in connecting rod
or cap18.9  The piston can be driven gently into
the cylinder bore with the end of a wooden
or plastic hammer handle
18.11  The connecting rod and big-end
bearing cap of each assembly must share
the same etched cylinder number, visible
from the same (front/exhaust) side of the
engine
17.13  Ensure bearing shells are absolutely
clean, lubricate liberally . . .17.15  . . . and refit the crankshaft 
						

							rod’s big-end onto the crankpin. The piston
rings may try to pop out of the ring
compressor just before entering the cylinder
bore, so keep some pressure on the ring
compressor. Work slowly, and if any
resistance is felt as the piston enters the
cylinder, stop immediately. Find out what’s
binding, and fix it before proceeding. Do not,
for any reason, force the piston into the
cylinder - you might break a ring and/or the
piston.
10To check the big-end bearing running
clearance, cut a piece of the appropriate-size
Plastigage slightly shorter than the width of
the connecting rod bearing, and lay it in place
on the No 1 crankpin (big-end) journal, parallel
with the crankshaft centre-line (see illus-
tration 17.6).
11Clean the connecting rod-to-cap mating
surfaces, and refit the big-end bearing cap.
Make sure the etched number on the cap is
on the same side as that on the rod (see
illustration). Tighten the cap bolts evenly -
first use a torque wrench to tighten the bolts
to the specified (first stage) torque setting,
then use an ordinary socket extension bar
and an angle gauge to tighten the bolts
further through the specified (second stage)
angle. Use a thin-wall socket, to avoid
erroneous torque readings that can result if
the socket is wedged between the cap and
nut. If the socket tends to wedge itself
between the nut and the cap, lift up on it
slightly until it no longer contacts the cap.
Don’t rotate the crankshaft at any time during
this operation!
12Unscrew the bolts and detach the cap,
being very careful not to disturb the
Plastigage.
13Compare the width of the crushed
Plastigage to the scale printed on the
Plastigage envelope, to obtain the running
clearance (see illustration 17.10). Compare it
to the Specifications, to make sure the
clearance is correct.
14If the clearance is not as specified, seek
the advice of a Ford dealer or similar engine
reconditioning specialist - if the crankshaft
journals are in good condition (see Sec-
tion 13), it may be possible simply to renew
the shells to achieve the correct clearance. If
this is not possible, the crankshaft must bereground by a specialist, who can also supply
the necessary undersized shells. First though,
make sure that no dirt or oil was trapped
between the bearing shells and the
connecting rod or cap when the clearance
was measured. Also, recheck the crankpin
diameter. If the Plastigage was wider at one
end than the other, the crankpin journal may
be tapered (see Section 13).
15Carefully scrape all traces of the
Plastigage material off the journal and the
bearing surface. Be very careful not to scratch
the bearing - use your fingernail or the edge of
a credit card.
Final piston/connecting rod
refitting
16Make sure the bearing surfaces are
perfectly clean, then apply a uniform layer of
clean molybdenum disulphide-based grease,
engine assembly lubricant, or clean engine oil,
to both of them. You’ll have to push the piston
into the cylinder to expose the bearing surface
of the shell in the connecting rod.
17Slide the connecting rod back into place
on the crankpin (big-end) journal, refit the big-
end bearing cap, and then tighten the bolts in
two stages, as described above.
18Repeat the entire procedure for the
remaining piston/connecting rod assemblies.
19The important points to remember are:
(a) Keep the backs of the bearing shells and
the recesses of the connecting rods and
caps perfectly clean when assembling
them.
(b) Make sure you have the correct
piston/rod assembly for each cylinder -
use the etched cylinder numbers to
identify the front-facing side of both the
rod and its cap.
(c) The arrow on the piston crown must face
the timing belt end of the engine.
(d) Lubricate the cylinder bores with clean
engine oil.
(e) Lubricate the bearing surfaces when
refitting the big-end bearing caps after the
running clearance has been checked.
20After all the piston/connecting rod
assemblies have been properly installed,
rotate the crankshaft a number of times by
hand, to check for any obvious binding.1With the engine refitted in the vehicle,
double-check the engine oil and coolant
levels. Make a final check that everything has
been reconnected, and that there are no tools
or rags left in the engine compartment.
2With the spark plugs removed and the
ignition system disabled by unplugging the
ignition coil’s electrical connector, remove
fuse 14 to disconnect the fuel pump. Turn the
engine on the starter until the oil pressure
warning light goes out.
3Refit the spark plugs, and connect all the
spark plug (HT) leads (Chapter 1). Reconnect
the ignition coil wiring, refit the fuel pump fuse,
then switch on the ignition and listen for the fuel
pump; it will run for a little longer than usual,
due to the lack of pressure in the system.
4Start the engine, noting that this also may
take a little longer than usual, due to the fuel
system components being empty.
5While the engine is idling, check for fuel,
coolant and oil leaks. Don’t be alarmed if
there are some odd smells and smoke from
parts getting hot and burning off oil deposits.
If the hydraulic tappets have been disturbed,
some valve gear noise may be heard at first;
this should disappear as the oil circulates fully
around the engine, and normal pressure is
restored in the tappets.
6Keep the engine idling until hot water is felt
circulating through the top hose, check that it
idles reasonably smoothly and at the usual
speed, then switch it off.
7After a few minutes, recheck the oil and
coolant levels, and top-up as necessary
(Chapter 1).
8If they were tightened as described, there is
no need to re-tighten the cylinder head bolts
once the engine has first run after reassembly
- in fact, Ford state that the bolts must notbe
re-tightened.
9If new components such as pistons, rings
or crankshaft bearings have been fitted, the
engine must be run-in for the first 500 miles
(800 km). Do not operate the engine at full-
throttle, or allow it to labour in any gear during
this period. It is recommended that the oil and
filter be changed at the end of this period.
19 Engine - 
initial start-up after overhaul
2B•22 Engine removal and general engine overhaul procedures 
						

							Chapter 3
Cooling, heating, and air conditioning systems
Air conditioning system - general information 
and precautions  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Air conditioning system components - removal and refitting  . . . . . . 12
Antifreeze - general information  . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Auxiliary drivebelt check and renewal  . . . . . . . . . . . . . See Chapter 1
Coolant level check  . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
Coolant renewal  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
Cooling system checks (coolant leaks, 
hose condition)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
Cooling system electrical switches and sensors - 
testing, removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cooling system hoses - disconnection and renewal  . . . . . . . . . . . . 3Cooling system servicing (draining, flushing 
and refilling)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
General information  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Heater/air conditioning controls - removal and refitting  . . . . . . . . . . 10
Heater/ventilation components - removal and refitting . . . . . . . . . . . 9
Pollen filter renewal  . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
Radiator and expansion tank - removal, inspection 
and refitting  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Radiator electric cooling fan(s) - testing, removal and refitting . . . . . 5
Thermostat - removal, testing and refitting  . . . . . . . . . . . . . . . . . . . . 4
Water pump - check, removal and refitting . . . . . . . . . . . . . . . . . . . . 8
Coolant
Mixture type  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
Cooling system capacity  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
System pressure
Pressure test  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 bars - should hold this pressure for at least 10 seconds
Expansion tank filler cap
Pressure rating  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 bars approximately - see cap for actual value
Thermostat
Starts to open  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88°C
Radiator electric cooling fan
Switches on at:
Single-speed fans, two-speed fans - first stage  . . . . . . . . . . . . . . . . . 100°C
Two-speed fans - second stage  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103°C
Switches off at:
Single-speed fans, two-speed fans - first stage  . . . . . . . . . . . . . . . . . 93°C
Two-speed fans - second stage  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100°C
Coolant temperature sensor
Resistance:
At -40°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 860.0 to 900.0 kilohms
At 20°C  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.0 to 40.0 kilohms
At 100°C  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.9 to 2.5 kilohms
At 120°C  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 to 1.3 kilohms
Air conditioning system
Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R134a
3•1
Easy,suitable for
novice with little
experienceFairly easy,suitable
for beginner with
some experienceFairly difficult,suitable
for competent DIY
mechanicDifficult,suitable for
experienced  DIY
mechanicVery difficult,
suitable for expert DIY
or  professional
Degrees of difficulty
Specifications Contents
3 
						

							Torque wrench settingsNm lbf ft
Radiator mounting bracket-to-subframe bolts  . . . . . . . . . . . . . . . . . . . . 23 17
Fluid cooler pipe unions - automatic transmission  . . . . . . . . . . . . . . . . . 23 17
Thermostat housing-to-cylinder head bolts  . . . . . . . . . . . . . . . . . . . . . . 20 15
Water outlet-to-thermostat  housing bolts  . . . . . . . . . . . . . . . . . . . . . . . 8 to 11 6 to 8
Coolant temperature sensor  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 17
Coolant temperature gauge sender  . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 6
Water pump bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 13
Water pump pulley bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 2A
Air conditioning compressor mounting bolts  . . . . . . . . . . . . . . . . . . . . . 25 18
3•2 Cooling, heating and air conditioning systems
Engine cooling system
All vehicles covered by this manual employ
a pressurised engine cooling system with
thermostatically-controlled coolant circu-
lation. A water pump mounted on the drivebelt
end of the cylinder block/crankcase pumps
coolant through the engine. The coolant flows
around each cylinder and toward the
transmission end of the engine. Cast-in
coolant passages direct coolant around the
inlet and exhaust ports, near the spark 
plug areas and close to the exhaust valve
guides.
A wax pellet type thermostat is located in a
housing at the transmission end of the engine.
During warm-up, the closed thermostat
prevents coolant from circulating through the
radiator. Instead, it returns through the
coolant metal pipe running across the front of
the engine to the radiator bottom hose and
the water pump. The supply to the heater is
made from the rear of the thermostat housing.
As the engine nears normal operating
temperature, the thermostat opens and allows
hot coolant to travel through the radiator,
where it is cooled before returning to the
engine.
The cooling system is sealed by a pressure-
type filler cap in the expansion tank. The
pressure in the system raises the boiling point
of the coolant, and increases the cooling
efficiency of the radiator. When the engine is
at normal operating temperature, the coolant
expands, and the surplus is displaced into the
expansion tank. When the system cools, the
surplus coolant is automatically drawn back
from the tank into the radiator.
Warning: DO NOT attempt to
remove the expansion tank filler
cap, or to disturb any part of the
cooling system, while it or the
engine is hot, as there is a very great risk
of scalding. If the expansion tank filler cap
must be removed before the engine and
radiator have fully cooled down (even
though this is not recommended) the
pressure in the cooling system must first
be released. Cover the cap with a thick
layer of cloth, to avoid scalding, and slowly
unscrew the filler cap until a hissing sound
can be heard. When the hissing hasstopped, showing that pressure is
released, slowly unscrew the filler cap
further until it can be removed; if more
hissing sounds are heard, wait until they
have stopped before unscrewing the cap
completely. At all times, keep well away
from the filler opening.
Warning: Do not allow antifreeze
to come in contact with your
skin, or with the painted surfaces
of the vehicle. Rinse off spills
immediately with plenty of water. Never
leave antifreeze lying around in an open
container, or in a puddle in the driveway or
on the garage floor. Children and pets are
attracted by its sweet smell, but antifreeze
is fatal if ingested.
Warning: If the engine is hot, the
electric cooling fan may start
rotating even if the engine is not
running, so be careful to keep
hands, hair and loose clothing well clear
when working in the engine compartment.
Heating system
The heating system consists of a blower fan
and heater matrix (radiator) located in the
heater unit, with hoses connecting the heater
matrix to the engine cooling system. Hot
engine coolant is circulated through the
heater matrix. When the heater temperature
control on the facia is operated, a flap door
opens to expose the heater box to the
passenger compartment. When the blower
control is operated, the blower fan forces air
through the unit according to the setting
selected.
Air conditioning system
See Section 11.
Warning: Do not allow antifreeze to come in
contact with your skin, or with the painted
surfaces of the vehicle. Rinse off spills
immediately with plenty of water. Antifreeze is
highly toxic if ingested. Never leave antifreeze
lying around in an open container, or in
puddles on the floor; children and pets are
attracted by its sweet smell, and may drink it.
Check with local authorities about disposing
of used antifreeze - many have collection
centres which will see that antifreeze is
disposed of safely.The cooling system should be filled with a
water/ethylene glycol-based antifreeze
solution, of a strength which will prevent
freezing down to at least -25°C, or lower if the
local climate requires it. Antifreeze also
provides protection against corrosion, and
increases the coolant boiling point.
The cooling system should be maintained
according to the schedule described in
Chapter 1. If antifreeze is used that is not to
Ford’s specification, old or contaminated
coolant mixtures are likely to cause damage,
and encourage the formation of corrosion and
scale in the system. Use distilled water with
the antifreeze, if available - if not, be sure to
use only soft water. Clean rainwater is
suitable.
Before adding antifreeze, check all hoses
and hose connections, because antifreeze
tends to leak through very small openings.
Engines don’t normally consume coolant, so if
the level goes down, find the cause and
correct it.
The exact mixture of antifreeze-to-water
which you should use depends on the
relative weather conditions. The mixture
should contain at least 40% antifreeze, but
not more than 70%. Consult the mixture
ratio chart on the antifreeze container
before adding coolant. Hydrometers are
available at most automotive accessory
shops to test the coolant. Use antifreeze
which meets the vehicle manufacturer’s
specifications.
Note:Refer to the warnings given in Section 1
of this Chapter before starting work.
1If the checks described in Chapter 1 reveal
a faulty hose, it must be renewed as follows
(see illustration).
2First drain the cooling system (see Chap-
ter 1); if the antifreeze is not due for renewal,
the drained coolant may be re-used, if it is
collected in a clean container.
3To disconnect any hose, use a pair of pliers
to release the spring clamps (or a screwdriver
to slacken screw-type clamps), then move
them along the hose clear of the union.
Carefully work the hose off its stubs. The
hoses can be removed with relative ease
when new - on an older car, they may have
stuck.
3 Cooling system hoses -
disconnection and renewal
2 Antifreeze - general information
1 General information