elektryka silnika.pdf

5•1

Chapter 5

Engine electrical systems

Contents

Air charge temperature sensor - removal and refitting . . . . . . . . . .25

Alternator - brush renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Alternator - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Alternator - testing on the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . .5

Battery - charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Battery - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

Carburettor stepper motor (2.0 litre models) - removal, refitting and

adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

Coolant temperature sensor - removal and refitting . . . . . . . . . . . .20

Crankshaft speed/position sensor - removal and refitting . . . . . . . .24

Distributor - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . .13

Electrical fault-finding - general information . . . . . . . . . . . . . . . . . . .2

Engine management control module - removal and refitting . . . . . .18

Engine management system relays - testing . . . . . . . . . . . . . . . . . .22

Fuel temperature sensor - removal and refitting . . . . . . . . . . . . . . .26

Fuel trap (carburettor models) - removal and refitting . . . . . . . . . . .17

General information and precautions . . . . . . . . . . . . . . . . . . . . . . . . .1

HT leads, distributor cap and rotor arm - removal, inspection and

refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

Ignition coil - testing, removal and refitting . . . . . . . . . . . . . . . . . . .16

Ignition module (fuel-injection models) - removal and refitting . . . .15

Ignition timing - checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

Ignition timing and idle speed adjustments . . . . . . . . . . . . . . . . . . . 23

Manifold absolute pressure (MAP) sensor - removal and refitting . .28

Manifold heater (carburettor models) - removal and refitting . . . . . .21

Spark plugs - removal, inspection and refitting . . . . . . . . . . . . . . . .11

Starter motor - brush renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Starter motor - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . .9

Starter motor - testing on the vehicle . . . . . . . . . . . . . . . . . . . . . . . . .8

Vehicle speed sensor - removal and refitting . . . . . . . . . . . . . . . . . .27

Degrees of difficulty

Easy, suitable for

novice with little

experience

Fairly easy, suitable

for beginner with

some experience

Fairly difficult,

suitable for competent

DIY mechanic

Difficult, suitable for

experienced DIY

mechanic

Very difficult,

suitable for expert

DIY or professional

Specifications

General

Electrical system type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12 volt, negative earth

Ignition system type: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Breakerless, Hall effect, with electronic control of advance

Carburettor models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ESC II system

Fuel-injection models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

EEC IV system

Firing order:

OHC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1-3-4-2 (No 1 at pulley end)

V6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1-4-2-5-3-6 (No 1 at front of right-hand bank)

Alternator

Make and type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bosch KI-55A, NI-70A or NI-90A

Rated output at 13.5 volts and 6000 engine rpm . . . . . . . . . . . . . . . . . .

55, 70 or 90 amps

Rotor winding resistance at 20°C (68°F):

KI-55A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4 to 3.7 ohms

NI-70A and NI-90A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.8 to 3.1 ohms

Brush wear limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 mm (0.2 in)

Regulated voltage at 4000 engine rpm and 3 to 7 amp load . . . . . . . . .

13.7 to 14.6 volts

Voltage regulator type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Solid state, integral

Starter motor

Make and type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bosch short frame, long frame or reduction gear

Rating:

Short frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.85 or 0.95 kW

Long frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.1 kW

Reduction gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4 kW

Brush wear limit:

Short frame and reduction gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 mm (0.32 in)

Long frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 mm (0.39 in)

Commutator minimum diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

32.8 mm (1.29 in)

Armature endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.3 mm (0.012 in)

5•2 Engine electrical systems

Ignition coil

Make . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bosch, Femsa or Polmot

Primary resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.72 to 0.86 ohm

Secondary resistance:

All except DOHC fuel-injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5 to 7.0 k ohms

DOHC fuel-injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5 to 8.6 k ohms

Output voltage (open-circuit):

All except DOHC fuel-injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

25 kV minimum

DOHC fuel-injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30 kV minimum

HT leads

Maximum resistance per lead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30 k ohms

Distributor

Make . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bosch or Motorcraft

Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Clockwise (viewed from above)

Automatic advance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Controlled by module

Dwell angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Controlled by module

Ignition timing (see text)

SOHC and 2.8 litre V6 engines:

Leaded fuel (97 octane):

Carburettor models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10° BTDC

Fuel-injection models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12°BTDC

Unleaded fuel (95 octane):

Carburettor models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6°BTDC

Fuel-injection models:

2.0 litre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8°BTDC

2.8 litre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12°BTDC (no change)

2.4 & 2.9 litre V6 engines:

Models with catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15° BTDC

Models without catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . .

12° BTDC*

* Standard setting for 97 octane leaded fuel.

Torque wrench settings

lbf ft

Alternator adjusting strap:

To steering pump bracket (OHC) . . . . . . . . . . . . . . . . . . . . . . . . . . . .

21 to 26

16 to 19

To front cover (V6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

41 to 51

30 to 38

Spark plugs:

All models except 2.8 litre V6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 to 28

15 to 21

2.8 litre V6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30 to 40

22 to 30

Air charge temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 to 25

15 to 18

Engine coolant temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 to 25

15 to 18

Fuel rail temperature sensor (DOHC) . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 to 11

6 to 8

Crankshaft speed/position sensor screw (DOHC) . . . . . . . . . . . . . . . . .

3 to 5

2 to 4

1 General information and

precautions

The engine management models are “black

boxes” which regulate both the fuel and the

ignition systems to obtain the best power,

economy and emission levels. The module

fitted to carburettor models is known as the

ESC II (Electronic Spark Control Mk II) module.

On fuel-injection models the more powerful

EEC IV (Electronic Engine Control Mk IV)

module is used.

Both types of module receive inputs from

sensors monitoring coolant temperature,

distributor rotor position and (on some

models) manifold vacuum. Outputs from the

module control ignition timing, inlet manifold

heating and (except on 1.8 litre models) idle

speed. The EEC IV module also has overall

control of the fuel-injection system, from

which it receives information.

Provision is made for the ignition timing to

be retarded to allow the use of low octane fuel

if necessary. On all except 1.8 litre models

there is also a facility for raising the idle speed.

The EEC IV module contains self-test

circuitry which enables a technician with the

appropriate test equipment to diagnose faults

in a very short time. A Limited Operation

Strategy (LOS) means that the car is still

driveable, albeit at reduced power and

efficiency, in the event of a failure in the

module or its sensors.

Due to the complexity and expense of the

test equipment dedicated to the engine

management system, suspected faults should

be investigated by a Ford dealer, or other

competent specialist. This Chapter deals with

component removal and refitting, and with

some simple checks and adjustments.

On DOHC carburettor engines, the basic

operating principles of the ignition system are

as described above. A development of the

ESC II (Electronic Spark Control ll) system is

used to control the operation of the engine.

The ESC II module receives information from a

crankshaft speed/position sensor and an

The ignition system is responsible for

igniting the fuel/air charge in each cylinder at

the correct moment. The components of the

system are the spark plugs, ignition coil,

distributor and connecting leads. Overall

control of the system is one of the functions of

the engine management module. Fuel-

injection models have a subsidiary ignition

module mounted on the distributor.

There are no contact breaker points in the

distributor. A square wave signal is generated

by the distributor electro-magnetically; this

signal is used by the engine management

module as a basis for switching the coil LT

current. Speed-related (centrifugal) advance is

also handled by the module. On carburettor

models, ignition timing is also advanced under

conditions of high inlet manifold vacuum.

Engine electrical systems 5•3

engine coolant temperature sensor. The

crankshaft speed/position sensor is activated

by a toothed disc on the rear of the crankshaft,

inside the cylinder block. The disc has 35

equally spaced teeth (one every 10°), with a

gap in the 36th position. The gap is used by

the sensor to determine the crankshaft

position relative to Top Dead Centre (TDC) of

No 1 piston.

The ignition advance is a function of the

ESC II module, and is controlled by vacuum.

The module is connected to the carburettor by

a vacuum pipe, and a transducer in the

module translates the vacuum signal into an

electrical voltage. From the vacuum signal, the

module determines engine load; engine speed

and temperature are determined from the

crankshaft speed/position sensor and the

engine coolant temperature sensor. The

module has a range of spark advance settings

stored in the memory, and a suitable setting is

selected for the relevant engine speed, load

and temperature. The degree of advance can

thus be constantly varied to suit the prevailing

engine speed and load conditions.

On DOHC fuel-injected engines, a

development of the EEC IV (Electronic Engine

Control IV) engine management system is

used to control both the ignition and fuel-

injection systems. The EEC IV module receives

information from a crankshaft speed/position

sensor (the same as that fitted to the

carburettor models), a throttle position sensor,

an engine coolant temperature sensor, a fuel

temperature sensor, an air charge temperature

sensor, a Manifold Absolute Pressure (MAP)

sensor, and a vehicle speed sensor (mounted

on the gearbox). Additionally, on models with

a catalytic converter, an additional input is

supplied to the EEC IV module from an

exhaust gas oxygen (HEGO) sensor. On

models with automatic transmission,

additional sensors are fitted to the

transmission to inform the EEC IV module

when the transmission is in neutral, and when

the downshift is being operated.

The module provides outputs to control the

fuel pump, fuel-injectors, idle speed, ignition

system and automatic transmission .

Additionally, on models with air conditioning,

the EEC IV module disengages the air

conditioning compressor clutch when starting

the engine or when the engine is suddenly

accelerated. On models fitted with a catalytic

converter, the EEC IV module also controls the

carbon canister purge solenoid valve.

Using the inputs from the various sensors,

the EEC IV module computes the optimum

ignition advance, and fuel-injector pulse

duration to suit the prevailing engine

conditions.

On 2.4 & 2.9 litre V6 engines, the system

operates in much the same way as that fitted

to the DOHC fuel-injected engine, noting the

following points.

a) There is no crankshaft speed/position

sensor.

b) The vehicle speed sensor is only fitted to

models equipped with a catalytic

converter.

Precautions

batteries positive-to-positive and negative-to-

negative (see “Jump starting” ). This also

applies when connecting a battery charger.

Never disconnect the battery terminals, the

alternator, any electrical wiring, or any test

instruments, when the engine is running.

Do not allow the engine to turn the alternator

when the alternator is not connected.

Never test for alternator output by “flashing”

the output lead to earth.

Never use an ohmmeter of the type

incorporating a hand-cranked generator for

circuit or continuity testing.

Always ensure that the battery negative lead

is disconnected when working on the

electrical system.

Before using electric-arc welding equipment

on the car, disconnect the battery, alternator,

and components such as the fuel-

injection/ignition electronic control unit, to

protect them from the risk of damage.

ESC II module

Although it will tolerate all normal under-

bonnet conditions, the ESC II module may be

adversely affected by water entry during

steam cleaning or pressure washing of the

engine bay.

If cleaning the engine bay, therefore, take

care not to direct jets of water or steam at the

ESC II module. If this cannot be avoided,

remove the module completely, and protect its

multi-plug with a plastic bag.

Ignition system HT voltage

Take care to avoid receiving electric shocks

from the HT side of the ignition system. Do not

handle HT leads, or touch the distributor or

coil, when the engine is running. When tracing

faults in the HT system, use well insulated

tools to manipulate live leads. Electronic

ignition HT voltage could prove fatal.

Electronic ignition systems

2 Electrical fault-finding - general

information

Warning. The voltages produced

by the electronic ignition system

are considerably higher than those

produced by conventional

systems. Extreme care must be taken when

working on the system with the ignition

switched on. Persons with surgically-

implanted cardiac pacemaker devices

should keep well clear of the ignition

circuits, components and test equipment.

Refer to Chapter 13

3 Battery - charging

1 In normal use the battery should not require

charging from an external source, unless the

vehicle is laid up for long periods, when it

should be recharged every six weeks or so. If

vehicle use consists entirely of short runs in

darkness it is also possible for the battery to

become discharged. Otherwise, a regular

need for recharging points to a fault in the

battery or elsewhere in the charging system.

2 There is no need to disconnect the battery

from the vehicle wiring when using a battery

charger, but switch off the ignition and leave

the bonnet open.

3 Domestic battery chargers (up to about 6

amps output) may safely be used overnight

without special precautions. Make sure that

the charger is set to deliver 12 volts before

connecting it. Connect the leads (red or

positive to the positive terminal, black or

negative to the negative terminal) before

switching the charger on at the mains.

4 When charging is complete, switch off at

the mains before disconnecting the charger

from the battery. Remember that the battery

will be giving off hydrogen gas, which is

potentially explosive.

5 Charging at a higher rate should only be

carried out under carefully controlled

conditions. Very rapid or “boost” charging

should be avoided if possible, as it is liable to

cause permanent damage to the battery

through overheating.

6 During any sort of charging, battery

electrolyte temperature should never exceed

38°C (100°F). If the battery becomes hot, or

the electrolyte is effervescing vigorously,

charging should be stopped.

General

Further details of the various systems are

given in the relevant Sections of this Chapter.

While some repair procedures are given, the

usual course of action is to renew the

component concerned. The owner whose

interest extends beyond mere component

renewal should obtain a copy of the

Automobile Electrical & Electronic Systems

Manual , available from the publishers of this

manual.

It is necessary to take extra care when

working on the electrical system, to avoid

damage to semi-conductor devices (diodes

and transistors), and to avoid the risk of

personal injury. In addition to the precautions

given in Safety first! at the beginning of this

manual, observe the following when working

on the system:

Always remove rings, watches, etc before

working on the electrical system. Even with the

battery disconnected, capacitive discharge

could occur if a component’s live terminal is

earthed through a metal object. This could

cause a shock or nasty burn.

Do not reverse the battery connections.

Components such as the alternator, electronic

control units, or any other components having

semi-conductor circuitry, could be irreparably

damaged.

If the engine is being started using jump

leads and a slave battery, connect the

5•4 Engine electrical systems

4 Battery - removal and refitting

7 Occasionally the condition may arise where

the alternator output is excessive. Clues to this

condition are constantly blowing bulbs;

brightness of lights vary considerably with

engine speed; overheating of alternator and

battery, possible with steam or fumes coming

from the battery. This condition is almost

certainly due to a defective voltage regulator,

but expert advice should be sought.

8 Note that the alternator voltage regulator

can be renewed without removing the

alternator from the vehicle. The procedure is

part of brush renewal.

1 Disconnect the battery negative (earth) lead.

2 Disconnect the battery positive leads. These

may be protected by a plastic cover. Do not

allow the spanner to bridge the positive and

negative terminals.

3 Release the battery hold-down clamp. Lift

out the battery. Keep it upright and be careful

not to drop it - it is heavy.

4 Commence by placing the battery in its tray,

making sure it is the right way round. Secure it

with the hold-down clamp.

5 Clean the battery terminals if necessary

then reconnect them. Connect the positive

lead first, then the negative lead.

6 Alternator - removal and

refitting

6.3 Alternator mounting details

A Large washer

B Small washer (not always fitted)

C Mounting bracket

D Alternator

Some models have a single pivot bolt

1 Disconnect the battery negative lead.

2 Disconnect the multi-plug from the rear of

the alternator. It may be secured by a wire clip.

3 Slacken the alternator adjusting and pivot

nut(s), bolt(s) and washer(s) (see illustration).

Swing the alternator towards the engine and

slip the drivebelt(s) off the pulley.

4 Support the alternator. Remove the

adjusting and pivot nuts, bolts and washers,

noting the fitted positions of the washers. Lift

out the alternator. Do not drop it, it is fragile.

5 Refit by reversing the removal operations.

Tension the drivebelt(s) then tighten the

adjustment strap bolt followed by the pivot nut

and bolt. If there are two pivot bolts, tighten

the front one first.

6 Refit the multi-plug and reconnect the

battery.

5 Alternator - testing on the

vehicle

specified, the old brushes will have to be

unsoldered and new ones soldered into place.

Some skill with a soldering iron will be

required; excess heat from the soldering iron

could damage the voltage regulator. When

fitted, the new brushes must move freely in

their holders.

4 Clean the slip rings with a cloth moistened

with methylated spirit (see illustration) . If they

are badly burnt or damaged, seek expert

advice.

5 Refit the assembled brush carrier/voltage

regulator and secure it with the two screws. If

the alternator is on the vehicle, reconnect the

battery negative lead.

1 Should it appear that the alternator is not

charging the battery, check first that the

drivebelt is intact and in good condition and

that its tension is correct. Also check the

condition and security of the alternator

electrical connections and the battery leads.

2 Accurate assessment of alternator output

requires special equipment and a degree of

skill. A rough idea of whether output is

adequate can be gained by using a voltmeter

(range 0 to 15 or 0 to 20 volts) as follows.

3 Connect the voltmeter across the battery

terminals. Switch on the headlights and note

the voltage reading: it should be between 12

and 13 volts.

4 Start the engine and run it at a fast idle

(approx 1500 rpm). Read the voltmeter: it

should indicate 13 to 14 volts.

5 With the engine still running at a fast idle,

switch on as many electrical consumers as

possible (heated rear window, heater blower

etc). The voltage at the battery should be

maintained at 13 to 14 volts. Increase the

engine speed slightly if necessary to keep the

voltage up.

6 If alternator output is low or zero, check the

brushes. If the brushes are OK, seek expert

advice.

7 Alternator - brush renewal

8 Starter motor - testing on the

vehicle

1 The alternator brushes can be inspected or

renewed without removing the alternator from

the vehicle, but disconnect the battery

negative lead first.

2 From the rear of the alternator remove the

two screws which secure the voltage

regulator/brush carrier assembly. Withdraw

the assembly (see illustration).

3 Measure the length of each brush

protruding from the carrier (see illustration) . If

they are worn down to, or below, the minimum

1 If the starter motor fails to operate, first

check that the battery is charged by switching

on the headlights. If the headlights do not

come on, or rapidly become dim, the battery

or its connections are at fault.

2 Check the security and condition of the

battery and starter solenoid connections.

Remember that the heavy lead to the solenoid

is always “live” - disconnect the battery

negative lead before using tools on the

solenoid connections.

7.2 Removing the voltage regulator/brush

carrier

7.3 Measuring brush protrusion

7.4 Clean the slip rings (arrowed)

Engine electrical systems 5•5

8.4 Solenoid winding check

A Battery terminal

B Motor terminal

8.5 Solenoid contact check

A Battery terminal

B Motor terminal

excessively worn (see Specifications) and

must slide freely in their holders. Brush

renewal varies according to motor type as

follows:

Short frame - the brush lead must be

removed from the stand-off connector on the

brushplate, and the clip on the new brush lead

soldered to the connector.

Long frame - the old brush leads must be

cut and the new leads attached by soldering

Reduction gear - the brushplate must be

renewed complete with brushes, holders and

springs

6 Reassembly is the reverse of dismantling

whilst noting the following:

7 Clean the commutator with a rag moistened

with methylated spirit, then refit the

brushplate.

8 Either clip the brushes in place after fitting

the plate, or use a tube of suitable diameter to

keep the brushes retracted during fitting.

9 Make sure that the brushplate is correctly

positioned to allow the passage of through-

bolts or studs.

Solenoid check

3 Disconnect the battery negative lead, and all

leads from the solenoid.

4 Connect a battery and a 3 watt test lamp

between the solenoid body and the solenoid

motor terminal (see illustration). The test

lamp should light: if not, the solenoid windings

are open-circuit.

5 Connect a battery and an 18 to 21 watt test

lamp across the solenoid motor and battery

terminals. Connect a further lead from the

battery positive terminal to the solenoid spade

terminal (see illustration). The solenoid

should be heard to operate and the test lamp

should light: if not, the solenoid contacts are

defective.

On load voltage check

6 Remake the original connections to the

solenoid and reconnect the battery negative

lead. Connect a voltmeter across the battery

terminals, then disconnect the low tension

lead from the coil positive terminal and

operate the starter by turning the ignition

switch. Note the reading on the voltmeter

which should not be less than 10.5 volts.

7 Now connect the voltmeter between the

starter motor terminal on the solenoid and the

starter motor body. With the coil low tension

lead still disconnected, operate the starter and

check that the recorded voltage is not more

than 1 volt lower than that previously noted. If

the voltage drop is more than 1 volt a fault

exists in the wiring from the battery to the

starter.

8 Connect the voltmeter between the battery

positive terminal and the terminal on the

starter motor. With the coil low tension lead

disconnected operate the starter for two or

three seconds. Battery voltage should be

indicated initially, then dropping to less than 1

volt. If the reading is more than 1 volt there is a

high resistance in the wiring from the battery

to the starter and the check in paragraph 9

should be made. If the reading is less than 1

volt proceed to paragraph 10.

9 Connect the voltmeter between the two

main solenoid terminals and operate the

starter for two or three seconds. Battery

voltage should be indicated initially then

dropping to less than 0.5 volt. If the reading is

more than 0.5 volt, the solenoid and

connections may be faulty.

10 Connect the voltmeter between the

battery negative terminal and the starter motor

body, and operate the starter for two or three

seconds. A reading of less than 0.5 volt should

be recorded; however, if the reading is more,

the earth circuit is faulty and the earth

connections to the battery and body should be

checked.

11 Spark plugs - removal,

inspection and refitting

See Chapter 1, Section 20.

9 Starter motor - removal and

refitting

12 HT leads, distributor cap and

rotor arm - removal, inspection

and refitting

1 Disconnect the battery negative lead. Raise

and support the front of the vehicle.

2 From underneath the vehicle, disconnect

the feed (heavy) cable from the solenoid.

3 Disconnect the command lead from the

solenoid spade terminal.

4 Undo the starter motor securing bolts and

(where fitted) the support bracket fastenings.

Withdraw the starter motor from the vehicle.

5 Refit by reversing the removal operations.

Check for correct operation on completion.

See Chapter 1, Section 39.

13 Distributor - removal and

refitting

All engines except 2.4 & 2.9 litre V6

Note: The distributor should not be removed

without good cause, since the accuracy of

ignition timing achieved in production is

unlikely to be regained

1 Disconnect the battery negative lead.

2 Remove the distributor cap as described in

the previous Section. Depending on model, it

may be possible to move the cap aside

without disconnecting the HT leads.

3 Using a spanner on the crankshaft pulley

bolt, turn the engine to bring No 1 cylinder to

firing point. (If the distributor cap is secured by

clips, make sure the clips stay clear of the

distributor moving parts.) No 1 cylinder is at

firing point when:

a) The timing marks are in alignment.

b) The tip of the rotor arm is pointing to the

place occupied by the No 1 HT lead

connector in the distributor cap (see

illustration).

4 With No 1 cylinder at firing point, the tip of

the rotor arm should also be aligned with a

notch in the distributor body. Mark the notch

for reference when refitting.

5 Depress the locking tab on the distributor

10 Starter motor - brush renewal

1 Disconnect the motor lead from the

solenoid terminal.

2 Remove the two screws which secure the

armature end cap. Remove the cap, the C-

washer and the plain washer(s).

3 Remove the two through-bolts or studs.

If the stud nuts are

inaccessible, lock two nuts

together on the stud and turn

them to unscrew it .

4 Remove the commutator end cover to

expose the brushgear. Carefully withdraw the

brushplate from the commutator. Be careful to

avoid damage to the brushes as they are

released.

5 Examine the brushes: they should not be

C Spade terminal

Plik z chomika:

Inne pliki z tego folderu:

Inne foldery tego chomika: