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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
5
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
Nm
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
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
5
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
C Spade terminal
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