Ford - Fiesta ST - Workshop Manual - 1989 - 1989

. -J I I I ENGINE OPERATIONS ~ I _ - _. 1 . :.,· ·1 ~ ~ 8·9 ;:~, -: - ~.. .: .. '. i I 1 , I I I 1 I I 1 ;,. ~ Ford Parts a'nd Service Division Technical Training IMPORTANT SAFETY NOTICE Appropriate service methods and proper repair procedures are essential for the sa.fe, reliable op~ration of all motor ve~icl.es, as well as the personal safety of the individual doing the work. This manualyrovldes general .dlr~.ctlons for accomplishing service and repair work with tested, effective techniques. Following them will help assure reliability. There are numerous variations in procedures , techniques, tools, and parts for servicing vehicles, as well as in the skill of the individual doing the work. This manual cannot possibly anticipate all such variations and provide advice or cautions as to each. Accordingly, anyone who departs from instructions provided in this manual must first establish that he comprom ises neither his personal safety nor the vehicle integrity by his choice of methods , tools or parts. As you read through the procedures, you will come across NOTES, CAUTIONS, AND WARNINGS. Each one is there for a specific purpose. NOTES give you added informat ion that will help you to complete a particular procedure. CAUTIONS are given to prevent you from making an error that could damage the vehicle . WARNINGS remind you to be especially careful in those areas where carelessness can cause personal injury. The following list contains some general WARNINGS that you should follow when you work on a vehicle . • Always wear safety glasses for eye protection . • Use safety stands whenever a procedure requires you to be under the vehicle. • Be sure that the ignition switch is always in the OFF posi­ tion, unless otherwise required by the procedure . • Set the parking brake when working on the vehicle. If you have an automatic transmission, set it in PARK unless in­ structed otherwise for a specific service operation . If you have a manual transmisslon , it should be in REVERSE (engine OFF) or NEUTRAL (engine ON) unless instructed otherwise for a specific service operation . • Operate the engine only in a weH-ventilated area to avoid the danger of carbon monoxide. • Keep yourself and your clothing away from moving parts when the engine is running , especially the fan and belts. • To prevent serious burns, avoid contact with hot metal parts such as the radiator, exhaust manifold, tail pipe, catalytic converter and muffler. • Do not smoke while working on the vehicle . • To avoid injury, always remove rings, watches, loose hang­ ing jewelry, and loose clothing before beginning to work on a vehicle. Tie long hair securely behind your head . • Keep hands and other objects clear of the radiator fan blades. Electric cooling fans can start to operate at any time by an increase in underhood temperatures, even though the ignition is in the OFF position. Therefore, care should be taken to ensure that the electric cooling fan is completely disconnected when working under the hood. The recommendations and suggestions contained in this manual are made to assist the dealer in improving his dealership parts and/or service department operations. These recommendations and suggestions do not supersede or override the provisions of the Warranty and Policy Manual or the Shop Manual and in any cases where there may be a conflict, the provisions of the Warranty and Policy Manual or the Shop Manual shall govern . The descriptions, testing procedures, and specifications in this handbook were in effect at the time the handbook was approved for printing . Ford Motor Company reserves the right to discontinue models at any time, or change specifications, design, or testing procedures without notice and without incurring obligation. Any reference to brand names in this manual is intended merely as an example of the types of tools, lubricants, materials , etc. recommended for use. Equivalents, if available, may be used. The right is reserved to make changes at any time without notice. WARNING: Many brake linings contain asbestos fibers. When working on brake components, avoid breathing the dust . Breathing the asbestos dust can cause asbestosis and cancer. Breathing asbestos dust is harmful to your health . Oust and dirt present on car wheel brake and clutch assemblies may contain asbestos fibers that are hazardous to your health when made airborne by cleaning with compressed air or by dry brushing. Wheel brake assemblies and clutch facings should be cleaned using a vacuum cleaner recommended for use with asbestos fibers. Dust and dirt should be disposed of in a manner that prevents dust exposure, such as sealed bags. The bag must be labelled per OSHA instructions and the trash hauler notified as to the contents of the bag. If a vacuum bag suitable for asbestos is not available, cleaning should be done wet. If dust generation is still possible , technicians should wear government approved toxic dust purifying respirators. OSHA requires areas where asbestos dust generation is possible to be isolated and posted with warning signs . Only technicians concerned with performing brake or clutch service should be present in the area. Copyright © 1988 Ford Motor Company Produced and Coordinated by Joseph C. Barney, Jr. Technical Training Ford Parts and Service Division I~ Service Technician Specialty Training Ford Parts and Service Division Technical Training WHAT YOU SHOULD KNOW ABOUT TECHNICIAN SPECIALTY TRAINING The Key - SPECIALTY... STST changes the approach to training by specifically identifying and tailoring training according to your chosen specialty. Ford Parts and Service Division will offer a series of courses tailored for your specialty. Courses will be scheduled at your District Service Training Center. When you have completed this group of courses, you will be recognized as the specialist technician that you are! The Path - A NEW CURRICULUM... To support STS-r, a new curriculum is being prepared to provide you with more thorough, job-related training. Courses are designed with more depth, more hands-on training, more skills testing and more shop time - just like the EEC-IV and the Automatic Transmission classes now offered. The Bottom Line - CUSTOMER SATISFACTION... STST courses are designed to enable technicians to diagnose and repair customer's vehicles the first time with knowledge of the system and confidence in the repair. This spells the best satisfied customers in the world! BE A PART OF 11..SEE THE NEXT PAGE FOR THE STST CURRICULUM . I Service Technician Specialty Training Ford Parts and Service Division Technical Training Course Requirements By Service Specialty Service Specialties 31 32 33 34 35 36 Automatic Transmis­ sion and Drive Train 37 Electrical Systems (5 days)t Xl 0 0 X Xl 0 X Gas Engine Operations (4 days)t X X Electronic Engine Control (5 days)'] X Advanced Engine Performance (2 days)t X Diesel Engine Operations (4 days)t 02 X2 Engine Repair (4 days) 0 X STST Curriculum Engine Performance Engine Repair Suspension & Steering Electrical Systems Climate Control Manual Transmission and Drive Train Suspension (2 days)t X Steering (2 days)t X Brake Systems (2 days)t 38 39 Xl 0 X Manual Transmission (2 days) X Rear Axle & Drlveshaft (1 day) X X X Automatic Transmission Rear-wheel Drive (5 days)t X Automatic Transmission Front-wheel Drive (5 days)] X Automatic Transmission Advanced Diagnostics (2 days) X Pre-Delivery (1 day)t Pre-Delivery X Climate Control Systems (3 days)t NVH (1 day)t Brakes X o = Op tional, but recommended tCourses available for training in 1989 'Prerequisite course 2Ford Dealers .. TABLE OF CONTENTS ENGINE OPERATION INTRODUCTION · . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL INFORMATION 2 Distributorless Ignition System (DIS) Cylinder Balance Thst Idle Speed Control Bypass Air Malfunction Indicator Lamp 5 11 12 12 CAR ENGINES .. , . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . 13 to 1.3L 1.3L 1.6L 1.9L 1.9L 2.2L 2.3L 2.3L 2.3L 2.5L 2.9L 3.0L 3.8L 3.8L 3.8L 5.0L 5.0L 5.8L Engine-Carbureted ...................................................... Engine-EFI , , Engine-EFI , ' Engine-CFI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine-EFI , ,.. Engine-EFI aRC Engine-EFI aRC 'Iurbo Engine-EFI RSC and RSO Engine-EFI RSC Engine-CFI Engine-EFI Engine-EFI RWD Base Engine-SEFI FWD Engine-SEFI Supercharged Engine-SEFI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,. . . . . .. . .. Engine-SEFI RO Engine-SEFI Engine-Carbureted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 15 17 17 18 18 18 19 19 20 20 21 22 27 29 41 41 41 TRUCK ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 2.3L 2.9L 3.0L 4.9L 5.0L 5.8L 7.3L 7.5L aRC Engine-EFI , Engine-EFI Engine-EFI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine-EFI Engine-EFI Engine-EFI , Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Engine-EFI 45 47 48 48 49 49 50 50 TABLE OF CONTENTS 3.0L SHO ENGINE OPERATION INTRODUCTION 53 SPECIFICATIONS 54 SPECIAL FEATURES ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 54 55 ENGINE OPERATION AIR INTAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 55 DESCRIPTION 56 SURGE TANK ASSEMBLIES 56 Intake Runners .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Intake Air Control (LAC) System 56 FUEL SYSTEM DESCRIPTION VEHICLE FUEL SYSTEM ENGINE FUEL SYSTEM SERVICE HIGHLIGHTS , , Assembly Procedures ,...................................... Left Side Fuel Rail Subassembly Right Side Fuel Rail Subassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injector Installation , , ,........... Fuel Charge Wiring Assembly " , , .. . . . .. . . .. WBRICATION SYSTEM , ,........... . ............ 65 OIL FLOW , " , LUBRICATION SYSTEM MAJOR COMPONENTS LUBRICATION SYSTEM SERVICE HIGHLIGHTS General Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Pressure Check . . . . . , , . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . , . . . . . . . . . .. Replacement of Engine Oil and Filter Oil Pump Service ,., ,.,, , . . . . . . . . . . . . . . . . . . . . . . . .. Cleaning Inspection Lubrication System Component Installation Highlights Baffle and Beam Installation , Oil Strainer and Oil Pan Installation . , , COOLING SYSTEM SYSTEM DESCRIPTION , COOLING SYSTEM OPERATING PROCEDURES , . . . ... . . . . . . . . . . . . . . . . . . . . . . COOLING SYSTEM SERVICE Water Pump Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . Water Outlet Housing Installation ... . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thermostat Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . ., . Hose Installation ii 60 60 61 61 61 61 61 62 64 66 68 70 70 70 70 71 72 72 73 73 74 76 76 77 78 78 79 80 80 TABLE OF CONTENTS CYLINDER BLOCK SERVICE CRANKSHAFT, MAIN AND THRUST BEARINGS ;- . Main and Thrust Bearing Assembly Piston and Connecting Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston and Connecting Rod Assembly Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flywheel Installation CYLINDER HEAD AND VALVE TRAIN 81 81 82 83 84 85 86 CYLINDER HEAD AND VALVE TRAIN ASSEMBLY FEATURES 87 Valve Assembly Service 87 Valve Seals 87 Valve, Valve Spring and Valve Guide Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Camshaft, Timing Chain and Chain 'Thnsioner Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 89 CYLINDER HEAD AND GASKET INSTALLATION . . . . . . . . . . . . . 93 Cylinder Head Installation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 CRANKSHAFT PULLEY, CAMSHAFT PULLEY, CRANKSHAFT DAMPER AND TIMING BELT INSTALLATION 95 Cam Shutter and Cam Sensor Installation 100 VALVE CLEARANCE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 101 Valve Adjustment Procedure Cylinder Head Cover Installation 103 ENGINE ACCESSORY DRIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 ACCESSORY INSTALLATIONS Power Steering Pump Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. AIC Compressor and Alternator Installation Idler Pulley Subassembly 1 Installation Idler Pulley Subassembly 2 Installation .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-Ribbed Belt Installation 107 107 107 108 108 109 110 COMPONENT INSTALLATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 111 Right Side Exhaust Manifold Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 Left Side Exhaust Manifold Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 EGR System Installation (California Only) 111 EXHAUST SYSTEM ENGINE ELECTRICAL, WIRING AND UPPER ENGINE COMPONENTS . . . . . . . . . . . . . . . . . .. 113 INSTALLATION TECHNIQUES Installation of Ignition Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Ignition Coil Installation Spark Plug Wire Installation Intake System Assembly Installation iii 113 113 113 114 115 TABLE OF CONTENTS SHO ENGINE CONTROLS 117 117 ENGINE CONTROLS INTRODUCTION 118 POSITIVE CRANKCASE VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 EXHAUST SYSTEM CATALYST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 120 NON-ELECTRONICALLY CONTROLLED SYSTEMS ELECTRONICALLY CONTROLLED SYSTEMS EGR SYSTEM FUEL SYSTEM , System Description Component Descriptions Fuel Injectors Fuel Pressure Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Fuel Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mass Airflow Meter Idle Speed Control Valve Throttle Body Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Fuel Supply Manifold (Fuel Rail Assembly) Air Intake Manifold Fuel System Checks and Adjustments Fuel Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Base Idle Adjustment DISTRIBUTORLESS IGNITION SYSTEM (DIS) '" System Description Sensor Description System Diagnostics Preliminary Checks Equipment DIS Cable Attachment DIS Diagnostics .. .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 122 124 124 124 124 125 125 126 127 127 127 128 129 129 130 131 131 134 135 136 136 137 139 MAINTENANCE SCHEDULE A MAINTENANCE SCHEDULE B 151 151 152 3.0L SHO ENGINE SPECIFICATIONS 153 3.0L SHO ENGINE TORQUE SPECIFICATIONS 155 SPECIAL TOOLS 158 MAINTENANCE SCHEDULES iv INTRODUCTION This training reference book contains information about the 1989 Gasoline and Diesel Engines, Emission Controls and Related Systems for cars and light trucks manufactured by Ford Motor Company. This year the book contains both car and truck new model information. The new model information will be separated into two books. This book pertains to technicians with Engine Operations specialties, as well as those with Engine Controls specialties (3.0L SHO Engine only). The remaining Engine Controls information can be found in the Engine Controls technicians reference book, Order No. 0901-057. In this operations book, car engines will precede truck engines. The only exception is the 3.0L Super High Output (SHO) engine. This engine will be covered in its entirety following truck engines. This advanced service information is designed to help you service new model cars and trucks with confidence and maintain Ford customer satisfaction. procedures and diagnostic techniques, refer to Ford Shop Manuals, 'Thchnical Service Bulletins and related service publications. Read the entire book, paying particular attention to items that affect your repair area. Remember, however, that these training books only highlight key changes. For complete details on service • Identify and explain new systems and components. The first section in the book will contain GENERAL INFORMATION that pertains to significant highlights. The remaining sections are divided by engine displacement. Refer to the applicable shop manual for further information and service procedures. OBJECTIVES After studying this technician's reference book, you should be able to: • Describe each domestic and import engine for the 1989 model year. • Summarize the engine and related system changes for 1989. • Know which changes will affect your specific area of repair. • Reference new EEC service codes that have been added to the 1989 model year. 1 GENERAL INFORMATION ENGINE EMISSION APPLICATION CHART - CAR Catalyst(s) Vehicle Application Type 1.3L Festiva TWC 1.3L Festiva TWC 1.6L Tracer TWC 1.9L Escort 1.9L Escort GT Probe TWC TWC COC TWC Probe GT TWC Car Engine 2.2L 2.2L Turbo Secondary Air System Ignition System Idle Speed Control EEGR PA UIC TK None None UIC BPA None None UIC BPA EEC·IV PFE None TFI·IV DCM EFI EEC-IV BVT Dual PA TFI-IV EFI EEC BVT None UIC BPA BPA EFI EEC EEGR None ESA BPA EFI EEC-IV EEGR None TFI·IV BPA EFI EEC-IV Ported ·None TFI-IV BPA Location Fuel System Type Electronic Eng Ctrl UB 2V EEC UB EFI EEC UB EFI EEC Close Mount CFI DBUB UB UB EGR System TB 2.3L OHC 2.3L OHC Turbo Mustang XR4Ti , 2.3L HSC 2.5L HSC 2.9L 3.0L SHO 3.0L EFI EEC-IV PFE PA TFI-IV BPA Tempo/Topaz DBUB EFI EEC-IV PFE PA TFI-IV BPA Taurus TWC COC DBUB CFI EEC-IV EEGR PA TFI-IV DCM TFI-IV BPA Scorpio Taurus Taurus/Sable Continental (FWD) Taurus/Sable (FWD) 3.8L SIC Thunderbird/Cougar (RWD) 5.0L Ford/Mercury Town Car 5.0L HO Mustang/Mark VII 5.8L UB DBUB Thunderbird/Cougar (RWD) 3.8L UB TWC TWC COC TWC COC TempolTopaz 2.3L HSO TWC Ford Mercury (Canada) Ford Police TWC (2) TWC TWC TWC (2) TWC TWC (2) TWC TWC (2) TWC TWC (2) TWC UB TB UB EFI EEC-IV EEGR CT (MT) None (AT) SEFI EEC-IV PFE None DIS BPA None TFI-IV BPA UE EFI EEC-IV None Calil·PFE TB UB SEFI EEC·IV PFE None TFI-IV BPA SEFI EEC·IV PFE None TFI-IV BPA SEFI EEC-IV PFE None TFI-IV BPA TB UB TB UB TB TWC (2) TWC (2) COC UB SEFI EEC-IV PFE None DIS BPA TB UB SEFI EEC-IV EEGR MTA TFI-IV BPA (2) TWC (2) COC TB UB SEFI EEC-IV EEGR MTA TFI-IV BPA (2) TWC COC DaUB 7200·W FBC, Ford MCU IBP MTA UIC TSP ABBREVIATIONS: AM (1), AM (2) = Air Management (1), (2) BPA = Bypass Air BVT = Back Pressure Variable Transducer CFI = Central Fuel Injection COC = Conventional Oxidation Catalyst CT = Conventional Thermactor DBUB = Dual Brick Underbody DCM = D.C. Motor DIS = Distributorless Ignition System DP = Dual Plug OS = Dura-Spark II EEC = Electronic Engine Control EEC·IV = Electronic Engine Control System-IV EEGR = Electronic EGR Valve (Sonic) EFI = Electronic Fuel Injection EGR = Exhaust Gas Recirculation ESA = Electronic Spark Advance HO = High Output HSC = High Swirl Combustion IBP = Integral Back Pressure MA = Mass Air MCU = Microprocessor Control Unit MIg = Manufacturer MTA = Managed Thermactor Air OHC = Overhead Cam PA = Pulse Air PFE = Pressure Feedback Electronic EGR PSIN = Pressure Sensitive Injector Nozzle 2 REDOX = Reduction-Oxidation SEFI = Sequential EFI TB = Toe Board TFI = Thick Film Ignition TK = Throttle Kicker TSP = Throttle Solenoid Positioner TWC = Three-Way Catalyst UB = Underbody UE = Under Engine UIC = Universal Ignition Control V = Venturi W = Variable Venturi GENERAL INFORMATION ENGINE APPLICATION CHART 1989 CARLINE > N ENGINE APPLICATION FESTIVA TRACER ESCORT PROBE -I CO! U; W -I CO! U; W -I U; 0 -I U; W -I ... ... ... ...O! ...O! X ~ 0 0 U; U;o ::I: U;o fIl W WID Ou; WID ::I: -I -10:: -IW -10:: -I N::) N M::) M C'Ii C'lil­ C'Ii M C'lil­ C'Ii 0 0 fIl fIl ::I: ::I:U; -I -10 M C'Ii ~ N U; W -I en C'Ii U; U; U; U; W W o We We fIl::l: fIl;: fIl;: -I U; U; W W fIl~ fIl -I -IfIl c ~fIl ~u. ~o:: co C"i M C"i M M C! It) U; > W -I> fIlO co' -1::1: C! It) LOgN ,.. X X X X X X XR4Ti X TAURUS/SABLE X1 X X, X X SCORPIO TEMPOfTOPAZ X X X MUSTANG X THUNDERBIRD/ COUGAR X X MARK VII X CROWN VICTORIN GRAND MARQUIS X POLICE AND CANADA (CROWN VICTORIA) X CONTINENTAL X TOWN CAR X x, =TAURUS ONLY 3 GENERAL INFORMATION ENGINE EMISSION APPLICATION CHART - TRUCK location Fuel System Type Electronic Eng Ctrl EGR System Secondary Air System Ignition System Idle Speed Control DBUB EFI EECIV EEGR None DIS BPA (2) SBUB EF I EEC-IV None None TFI-IV BPA (2) SBUB EFI EEC-I V None None TFI -IV BPA EGR MTA! AM1 , AM2 TFI-IV BPA EG R MTA/ AM1 , AM2 TFI-IV BPA EEC-IV EGR MTA! AM3, AM2 TFI-IV BPA EEC-IV EGR MTA/ AM 1, AM2 TFI-IV BPA Catalyst(s) Vehicle Application Type Ranger TWC TWC Ranger/Bronco II TWC TWC Ae rostar TWC TWC E-Series/F-Series Bro nco TWC UB #1 (2) COC UB #2 5.0L E-Series/F-Series Bronco TWC UB #1 (2) COC UB #2 5.8L E-Series/F-Series Bronco TWC (2) CO C UB #1 UB #2 EFI TWC COC UB #1 UB #2 EFI Truck Engine 2.3L OHC 2.9L 3.OL 4.9L EE C-IV EFI EEG-IV EFI Truck Over 8500 GVW 4.9L E-Series/F-Series 5.8L E-Series/F-Series REDOX UB EFI EEC-IV EGR MTA! AM 1, AM2 TFI-IV BPA 7.3L E-Series/F-Series None None PSIN None None None None None 7.5L E-Series/F-Series REDOX UB EFI EEC-IV EGR MTA TFI-IV BPA ABBREVIATIONS: AM (1), AM (2) = Air Management (1), (2) BPA = Bypass Air BVT = Back Pressure Variable Transducer CFI = Central Fuel Injection COC = Conventional Oxidation Catalyst CT = Conventional Thermactor DBUB = Dual Brick Underbody DCM = D.C. Motor DIS = Distributorless Ignition System DP = Dual Plug DS = Dura-Spark " EEC = Electronic Engine Control EEC-IV = Electronic Engine Control System-IV EEGR = Electronic EGR Valve (Sonic) EFI = Electronic Fuel Injection EGR = Exhaust Gas Recirculation ESA = Electronic Spark Advance HO = High Output HSC = High Swirl Combustion IBP = Integral Back Pressure MA = Mass Air MCU = Microprocessor Control Unit MIg = Manufacturer MTA = Managed Thermactor Air OHC = Overhead Cam PA = Pulse Air PFE = Pressure Feedback Electronic EGR PSIN = Pressure Sensitive Injector Nozzle ENGINE APPLICATION CHART 1989 TRUCKLINE ir w (.) :J:Q. ENGINE APPLICATION RANGER RANGER/BRONCO II AEROSTAR ...;j ir W 00 ...;j en ...;j C') COli ir ir W W ...;j ...;j c M en ~ ir W ...;j c Lri ir W ...;j co Lri COli w ir rJl W W is ...;j ...;j C') ...: III ...: X X X E-SERIES/F-SERIES X X X X X BRONCO X x, = X X, UNDER 8500 GVW 4 REDOX = Re duction-Oxidation SBUB = Single Brick Underbody SEFI = Sequential EFI TB = Toe Board TFI = Thick Film Ignition TK = Throttle Kicker TSP = Throttle Solenoid Positioner TWC = Three-Way Catalyst UB = Underbody UE = Under Engine UIC = Universal Ignition Control V = Venturi W = Variable Venturi ,r r GENERAL INFORMATION On the 3.0L SHO and the 3.8L SIC SEFI engines, the CID sensor supplies the ECA with cylinder #1 identification. On the 3.0L SHO and 3.8L SIC it is driven by the camshaft, while the 2.3L DP is crankshaft driven. DISTRIBUTORLESS IGNITION SYSTEM (DIS) • This is a brief description of the DIS system. It is covered in greater detail in the New Model Engine Controls technicians reference book, Order No. 0901-057. This information is an overview of DIS components and basic operation. DIS Operation • PIP and CID sensors are Hall Effect devices receiving information from specially designed rotary vane cups or cutters. The electrical signals are produced from vanes passing by the sensors. The Hall Effect sensor switches between detecting a vane or a window from a rotating cup. This alternating action produces a signal which is then interpreted by both the DIS Module and the ECA (refer to Figures 1 and 2). • All but three Ford and Lincoln-Mercury gasoline engines are equipped with the conventional TFI-IV (Thick Film Ignition) module or universal design distributor. Three engines are equipped with the new distributorless ignition system (DIS). They are the 2.3L Dual Plug (DP) Ranger, 3.0L Super High Output (SHO), and the 3.8L Supercharged (SIC) engines. As the name implies, it is distributorless, with no rotor or distributor cap. The new system includes two familiar sensors: the Profile Ignition Pickup (PIP) sensor and the Cylinder Identification sensor (CID). • The DIS Module then controls coil firing from ECA commands similar to the way the TFI­ IV module does. The ECA controls dwell (spark advance and retard) depending on the operating conditions and demands placed on the engine. • The DIS system features other major design improvements. The coils and the spark towers are one solid state unit which takes the place of the distributor cap, rotor, and single coil. Profile Ignition Pickup Sensor (PIP) • The DIS PIP sensor is operationally the same as the TFI-IV PIP. The DIS PIP sensor is different in appearance and location. It is driven by the crankshaft and sets base timing for the DIS module and the ECA. • There is one coil for every two cylinders. Each coil fires two spark plugs at the same time. The plugs are paired so that as one plug fires during the compression stroke, the other fires during the exhaust stroke and vice-versa. The spark in the exhaust stroke is wasted, but very little of the coil energy is lost. Cylinder Identification Sensor (CID) • The CID sensor supplies cylinder #1 identification to the DIS Module for correct firing order on start up for the 2.3L EFI engine. 5 GENERAL INFORMATION ROTATION HALL EFFECT DEVICE WINDOW VANE 1. HALL EFFECT DEVICE ROTARY VANE CUP CRANK SPEED I TDC NORMAL FLUX PATH 2. MAGNETIC FLUX FIELD .-.---­ CID CUP WINDOW HALL EFFECT DEVICE VANE SHUNTED FLUX PATH VANE 3. HALL EFFECT DEVICE RESPONSE TO VANE Figure 1. 2.3L Dual Plug Hall Effect Device and Cups 6 GENERAL INFORMATION HALL EFFECT DEVICE ROTATION VANE PERMANENT MAGNET WINDOW 1. HALL EFFECT DEVICE ROTARY VANE CUP PERMANENT MAGNET CID CUP NORMAL FWX PATH HALL EFFECT DEVICE WINDOW VANE 2. MAGNETIC FLUX FIELD HALL EFFECT DEVICE I PIP CUP SHUNTED FLUX PATH WINDOW VANE 3. HALL EFFECT DEVICE RESPONSE TO VANE Figure 2. 3.0l SHO and 3.8l SIC Hall Effect Device and Cups 7 GENERAL INFORMATION • There are some differences between DIS systems on car and truck engines. These differences will be discussed in detail in the Engine Controls book. Also, there are training materials available on the DIS system, DIS Components and Operation and 'Iechnician's Video Reference Guide, Order No. 2105-003-PCB. Figures 3, 4 and 5 show system schematics of the 2.3L DP, 3.0L SHO, and the 3.8L SIC Distributorless Ignition System. DIS Advantages • Some important advantages with Distributorless Ignition System are: a - Completely solid state (no moving parts subject to wear) - Reduced repair and maintenance cost for the consumer - Timing requires no adjustment - One high voltage wire is eliminated - Fewer parts DIS IGNITION MODULE FUNCTIONS: • SELECTS COIL (S) • DRIVES COIL (S) • DRIVES TACH • PROVIDES IGNITION LOS / . ----­ - ­ ... . . . ).#. --~ RPM TACHOMETER CRANKSHAFT TIMING S E N SO R (PIP & CID) ~ ~. CYL 1-4 DUAL VANE ACTUATOR (RH) COIL (LH) COIL EEC-IV MODULE IGNITION FUNCTIONS: • CALCULATED SPARK ANGLE • DETERMINES COIL TURN ON AND FIRING TIME Figure 3. 2.3L Dual Plug Distributorless Ignition System (DIS) 8 GENERAL INFORMATION FUNCTIONS: • • • • SELECTS COIL (S) DRIVES COIL (S) DRIVES TACH PROVIDES IGNITION LOS f-=-----=-=:..:..:..:....~---I RPM 11 TACHOMETER ~ al IGN GND >0 U 0. .5: w-L . CYL 1·5 CRANKSHAFT SENSOR (PIP) Y o EECIV MODULE IGNITION FUNCTIONS: • CALCULATES SPARK ANGLE • DETERMINES COIL TURN ON AND FIRING TIME CAM SHAFT SENSOR (CID) ---­ ------. /" IGNITION COIL -, rr=~~ "­ --' Figure 4. 3.0L SHO Distributorless Ignition System (DIS) FUNCTIONS : • • • • 1 4 2 SELECTS COIL (S) DRIVES COIL (S) DRIVES TACH PROVIDES IGNITION LOS 12 IDM RPM 11 TACHOMETER 5 I­ ::J 0 1-::0. iC(­ alo. > 0. EECIV MODULE IGNITION FUNCTIONS: • CALCULATES SPARK ANGLE • DETERMINES COIL TURN ON AND FIRING TIME DIS IGNITION MODULE rn 0 u ---------­ ' /~RANKSHAFT • SENSOR (PIP) Figure 5. 3.8L Supercharged Distributorless Ignition (DIS) 9 GENERAL INFORMATION • DIS Diagnostic Harness, Rotunda 007-00044 (Figure 6). Also contained in this harness package is a DIS Diagnostic Harness schematic along with three EEC-IV Breakout Box Overlays. These Overlays are necessary for DIS diagnosis. Each engine equipped with DIS has its own EEC-IV Breakout Box Overlay (2.3L Dual Plug, 3.0L SHO, and 3.8L SIC). DISTRIBUTORLESS IGNITION SYSTEM (DIS) DIAGNOSTIC HIGHLIGHTS REMEMBER, Before Starting Diagnosis: • Visually inspect the engine compartment to ensure that all vacuum hoses and spark plug wires are properly and securely connected. • Examine all wiring harnesses and connectors for insulation damage, andlor burned, overheated, loose, or broken conditions. • Remote Starter Switch • Timing Light, Rotunda 059-00006 • Be certain the battery is fully charged. Breakout Box, • EEC-IV T83L-50-EEC-IV (Figure 6). • 'Iurn all accessories off. • Spark timing adjustments are not possible on the DIS system. Rotunda • DIS Module Tester (Optional), Hickok Model 600. This tester contains 12 Light Emitting Diodes (LED), 12 test jacks, and an interface label. It monitors signals in and out of the DIS Module. It is hand held and self contained. OBTAIN THE FOLLOWING TEST EQUIPMENT OR EQUIVALENT • Spark Plug Firing Indicator, Champion C'P436 • DIS Coil/Sensor Tester (Optional), Hickok Model 601. This tester is similar to the module tester except it monitors the coils and the sensors. • Spark Gap Tester, special service tool D81P-6666-A • Volt-ohmmeter, Rotunda 014-00407 • 12 Volt 'lest Lamp INPUT MODULE TEE P1 OUTPUT MODULE TEE P4 . P3 FOR 4 CYL 1 12 DUAL PLUG DIS MODULE APPLI CATION 6 7 LEFT COIL P12 .--:­ ---,---- - - , TEE (i======:'=::::ii===;r==~~ FOR 4 CYL DUAL P10 P9 PWG APPLICATION r--------r FOR 4 CYL DUAL PLUG APPLICATION CID TEE ON 6 CYL APPLICATION P14 P13 RIGHT COIL TEE FOR PIP ON · 6 CYL OR PIP/CID ON 4 CYL APPLICATIONS BATT· XD-------=::=II BATT + x,>------/ FOR 6 CYL APPLICATION SENSOR SHIELD P17 SHIELD TEE EEC·IV BREAK OUT BOX Figure 6. DIS Diagnostic Harness 10 GENERAL INFORMATION CYLINDER BALANCE TEST drops for each cylinder are checked against each other; this time by a smaller percentage of RPM drop than the first test run. The purpose of the smaller percentage check on the second test is to determine how weak the problem cylinder is. For example, if the injector is shut off and there is little or no RPM drop by the engine then the cylinder is weak or noncontributing. The problem cylinder from the first test may pass the second test indicating that it is weaker than the rest of the cylinders. If the problem cylinder fails the second test it can be checked one more time by again a lesser RPM percentage. • The Cylinder Balance 'lest has been improved and can only be performed on SEFI equipped engines. The purpose of this test is to assist the technician in finding a weak or noncontributing cylinder. The test is entered by depressing and releasing the throttle within two minutes after the engine running Self-lest Code(s) have been output. • Once the test is entered, the engine is allowed to stabilize (constant idle). Next, injector number 8 (or 6, depending on the engine being tested) is shut off and tested. Injector 8 (or 6) is turned on again and the process is repeated for each injector down to injector l. • For the third test you must depress and release the throttle within two minutes of the last Code Output. If the cylinder that failed test one and test two passes test three, then it is considered very weak. If the cylinder fails all three tests it is considered to be a noncontributing cylinder. • The RPM drops for each cylinder are then checked to see if they all fall within a certain percentage. If all the cylinders fall within specifications, then a " Code 90" is output indicating that all cylinders pass the test. If a specific cylinder does not fall within specifications, codes will be issued for that cylinder. • This improved cylinder balance test also allows for normal aging characteristics of engine components to ensure an accurate test on new and older SEFI engines. • The test can be repeated a second time if the throttle is depressed and released within two minutes of the last code output. Again, RPM Code 10 • Codes associated with the Cylinder Balance test for SEFI engines are as follows: Fault Description Detects a problem in cylinder No.1. Cylinder 1 is weak or a noncontributing cylinder. Detects a problem in cylinder No.2. Cylinder 2 is weak or a noncontributing cylinder. Detects a problem in cylinder No.3. Cylinder 3 is weak or a noncontributing cylinder. Detects a problem in cylinder No.4. Cylinder 4 is weak or a noncontributing cylinder. Detects a problem in cylinder NO.5. Cylinder 5 is weak or a noncontributing cylinder. Detects a problem in cylinder No.6. Cylinder 6 is weak or a noncontributing cylinder. Detects a problem in cylinder No.7. Cylinder 7 is weak or a noncontributing cylinder. KOER 20 KOER 30 KOER 40 KOER 50 KOER 60 KOER 70 KOER 11 GENERAL INFORMATION Description Fault Code 80 KOER Detects a problem in cylinder NO.8. Cylinder 8 is weak or a noncontributing cylinder. 77 KOER Operator error. A step was performed wrong in the cylinder balance test. When the cylinder balance is being performed the throttle must stay constant. This also pertains to the dynamic response test. 90 KOER No fault. All cylinders pass the test. Note: KOER = Key On Engine Running IDLE SPEED CONTROL IN 1989 • How the "MIL or Check Engine" Light operates: In 1989, all Air Bypass Valves have an integral diode that replaces a diode formerly located in the engine harness. It is important that only new Air Bypass Valves with the integral diode be used on "89" vehicles which have the diode deleted from the harness. The new Bypass Valves can be identified by the new Part No. E9** -9F715- **. These new Bypass Valves can be used on earlier model engines which contain the diode in the harness without problems. However, if the engine does not have the diode in either the harness or the Bypass Valve, it is very possible that the vehicle will experience driveability problems. System OK The light will remain on with the key on and the engine off. Once the vehicle is started, the MIL/Check Engine Light will go out. System Not OK If the MIL/Check Engine Light should remain on after the vehicle is started, run Quick 'lest and service any codes. If the self-test has a pass code, and the Check Engine Light is always on, go to Quick 'lest Step 7.0, Diagnosis By Symptom (Volume H). NOfE: The above information does not pertain to Festiva, Tracer, Probe, XR4Ti or Scorpio vehicles. If the vehicle is a no start, run Quick 'lest to Step 3.0. If Key On Engine Off Self-lest has pass codes, go to Pinpoint 'lest Step "AI" (Volume H). MALFUNCTION INDICATOR LIGHT (MIL) OR "CHECK ENGINE" LIGHT If the Check Engine Light never comes on, go to Quick 'lest Step 7.0, Diagnostic By Symptom (Volume H). • MIL is mandatory on all Ford California vehicles and optional for the 49 states and Canada for 1989. • When in Self-lest, the MIL/Check Engine Light will also flash the service codes. • The MIL is intended to alert the driver of certain malfunctions in the engine control system. NOfE: For vehicles such as Festiva, Tracer, Probe, and Scorpio, the Electronic Engine Controls are referred to as EEC and not EEC­ IV. Volume H contains no infonnation on these four vehicles. All information on these vehicles is in their designated Shop Manuals. • If such a fault occurs, the EEC-IV processor will substitute a value(s) for the failing circuit and continue operating. This process is called Failure Mode Effects Management (FMEM). In some cases this action may result in a slight change in driveability. 12 i I I I r CAR ENGINES -. • 13 3.0L SHO ENGINE 51 INTRODUCTION The 1989 SHO engine (Fig. 55) is a high performance V6. Its initial vehicle application will be in the Taurus SHO and will be available only with a manual transaxle. The engine has aluminum cylinder heads , a DOHC (Dual Over­ head Camshaft) design along with 4 valves per cylinder and shim type valve adjusters. The block is a new cast iron 60 degree V type design. Left and right bank intake camshafts are driven by a timing belt at the front of the engine. The intake camshafts drive the exhaust camshafts on the rear of the engine through timing chains. The SHO engine utilizes Ford's new Distributorless Ignition System (DIS) , with triple pack coils. The three-driver DIS ignition module is mounted on the front of the engine on the intake manifold surge tank connector. The platinum spark plugs are centrally mounted in the hemispheric combustion chambers and are the 14mm type with a 0.42 - 0.46 inch gap and a 60,000 mile life. The air intake system is a unique design and is one of the most prominent features of the engine with two surge tank chambers, one for each bank of cylinders. From the intake manifold surge tank there are two runners going to each cylinder, a primary runner and a secondary runner. The primary runner conducts air to the cylinder whenever the engine is running . The secondary runner is opened by a vacuum operated intake air control valve when engine speeds are in excess of approximately 4000 rpm. This improves low- and mid- range torque and fuel efficiency. The SHO engine is unique in many ways and contains features which set it apart from other engines that have been utilized by Ford Motor Company. Let us look into these special features and point out all important details related to service and maintenance. Figure 55. 1989 SHO Engine 53 SPECIFICATIONS Type 6-Cylinder 60' V-Block Design Fuel Injection (electro-mechanical) EFI (Six port-mounted injectors) 4 3,Ol (182CID) Main Bearings Horsepower @ rpm 220 (iJ 6000 rpm (SAE Net) Fuel Premium Unleaded Torque (ft./lbs.) @ rpm 200 @ 4800 rpm (SAE Net) Exhaust Dual Catalyst Compression Ratio 9.8:1 FirIng Order Bore &.Stroke 89mm x 80mm (3.5 inchx3.1 inch) Oil Fill Valve Trilln DOHC, 4 Valves per cylinder .4.2L (4.5 quarts) without filter 4.7L (5.0 quarts) with filter Engine Control EEC-IV Engine Weight (220 kg) 485 Ibs. Displacement 1-4-2-5-3-6 NOTE: All engine fasteners are metric. SPECIAL FEATURES • Engine Block - New design cast iron 60 degree V-6 • Engine Control System - Ford EEC-IV • Cylinder Head - Aluminum head with DOHC, 4 valves per cylinder (24 valves total) and two intake ports per cylinder • Exhaust Emissions - Dual catalyst system , Pressure Feedback EGR (PFE) system (California only), Positive Crankcase Ventilation (PCV) system • Fuel Induction - Six intake port-mounted electro­ mechanical fuel injectors supplied by an in-tank high pressure pump • Valve Train - Belt and chain drive DOHC, 4 valves per cylinder with shim type valve adjustment, "Bucket" type mechanical lifters, 35mm diameter intake valves, 30mm diameter exhaust valves • Lubrication - Trochoidal gear oil pump mounted on crankshaft, oil cooler mounted on block, die cast aluminum oil pan with low oil level sensor • Crankshaft - 60 degree offset pins, 80mm stroke, five fully machined counterweights. Thrust bear­ ings are 4 pieces, placed on main journal No.3 • Cooling - single speed electro-drive fan (14_2 inch diameter) (controlled by EEC-IV) • Air Induction - Unique primary and secondary in­ take runner design, vacuum operated Intake Air Control (lAC) valve opens and closes secondary runner • Accessory Drive - Two belt poly-vee drive system "jackscrew" automatic adjustments • Starter - High output 4-inch starter • Ignition - New Distributorless Ignition System (DIS) with crankshaft and camshaft sensors to deter­ mine spark timing, triple pack coils and three-driver DIS module, 14mm platinum spark plugs with 0.042-0.046 inch gap (Motorcraft AGSP32P+) 54 ENGINE OPERATION The following section covers the general engine opera­ tion along with information concerning components, special service techniques and special tools. AIR INTAKE SYSTEM THROTTLE BODY IDLE SPEED CONTROL (ISC) SURGE TANK CONNECTOR Figure 56. Air Intake Control System 55 THROTTLE POSITION SENSOR AIR INTAKE SYSTEM DESCRIPTION Intake Runners The air intake system (Fig. 56) is the most noticeable and visually impressive engine system that is immedi­ ately visible upon opening the hood. The primary fea­ ture of the air intake system is the dual surge tank/dual runner design. The surge tanks are fed air by a single throttle body that faces toward the left side of the vehi­ cle. Two EEC-IV controlled components are mounted on the throttle body. These are the Idle Speed Control (lSC) Valve and the Throttle Position (TP) Sensor. Each cylinder has two intake ports, one for each valve. The surge tank assemblies attach to the intake ports by means of individual runners . These runners have two designations, primary and secondary. The primary runner is long and comes from the surge tank on the opposite side of the engine. The primary runner has no obstructions or throttling mechanisms . The secondary runner is short and originates from the surge tank that is on the same side of the engine as the cylinder. Built into the secondary runner is a butterfly throttle that opens to allow additional air into the cylinders during periods when maximum performance is desired, above approx­ imately 4000 rpm. The extra air is channeled through an air horn which reduces turbulence and effectively improves low- and mid-range performance. SURGE TANK ASSEMBLIES Attached to the throttle body are the right and left side surge tank assemblies . These surge tank assemblies run along each bank of cylinders and conduct air to the intake runners. At the front of the engine, the surge tanks are attached to each other by the surge tank con­ nector. The length of the plenums and their large size allows the maximum volume of air required by the engine to be available at any time. In addition, the design of the surge tank reduces the amount of air turbulence so that a smooth flow and even amount ofair is admitted to the runners. Intake Air Control (lAC) System The butterfly valves are opened by means of an Intake Air Control (lAC) Valve (Fig. 57) . This solenoid-oper­ ated valve is actuated by the EEC-IV system when the engine accelerates to speeds above approximately 4000 rpm (Fig. 58). AIR HORN SECONDARY - - - - - - ­'if!t INTAKE PORT Figure 57. Intake Air Control (lAC) Valve 56 r·- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - _ AIR INTAKE SYSTEM lAC VALVE OPENS lAC VALVE CLOSE PRIMARY INTAKE PORT lAC VALVE OPENS. lAC VALVE CLOSES • TORQUE 1600 2400 3200 4000 4800 5600 ENGINE SPEED Figure 58. lAC Valve Opening and Closing Points 57 6400 (RPM) AIR INTAKE SYSTEM an adequate supply of vacuum to open the valves at the proper moment, there is a small vacuum reservoir in the system. This reservoir is dedicated to the lAC sys­ tem and does not supply other vacuum-operated sys­ tems (Fig. 59). Actual movement of the butterfly valves is caused by engine vacuum routed by hoses to two vacuum actua­ tors . There is one vacuum actuator for each bank of cylinders. The acutators control movement of a shaft on which the butterfly valves are mounted. To assure lAC VACUUM SOLENOID VACUUM LINES VACUUM ACTUATORS Figure 59. lAC Vacuum Motors and Reservoir 58 AIR INTAKE SYSTEM The following exploded view shows all of the compo­ nents included on the engine 's air intake system (Fig. 60). Dur ing service on this system that involves disas­ sembly and assembly, make sure that all seals and gas­ kets are replaced and that fastener tightening is done with a torque wrench . lAC VACUUM RESERVOIR (9E453) SURGE TANK CONNECTOR (9C674) INTAKE MANIFOLD~~ (9424) W v· STAY (9J444) SURGE TANK GASKET (9H486) Figure 60. Air Intake System 59 FUEL SYSTEM DESCRIPTION fuel rail. In addition to the fuel pressure regulator there is a fuel pressure damper. The purpose of the damper is to reduce pressure pulsations in the fuel line caused by the pumping action of the electric fuel pump . By damping the pressure pulsations, a uniform pressure is available to the fuel injectors . Fuel pressure should be between 230-270 kPa (33-39 psi) with the engine off and the ignition switch in the ON position. The SHO engine is equipped with multi-port Sequen­ tial Electronic Fuel Injection (SEFI) (Fig. 61). Fuel is injected through six electro-mechanical fuel injectors that are flow matched to provide uniform fuel delivery. Injector pulse width is controlled by the ECA based on input sensor information. Injectors are mounted on a machined aluminum fuel rail. The fuel pressure regulator also mounts on the CAP FUEL PRESSURE REGULATOR UNION BOLT GASKETNO.3 FUEL RETURN ~SCHRAEDER V ~ ~M.Xl.25X2DBOLT VALVE ~GASKETNO., ~~={ e ~ . DAMPER DAMPER ~GASKET ~~ I GASKET NO.2 . I FUElRAll(l) d // c-: • ~ A /0 ~ '\ . ~ ~ _ ~ .~. ~© ~~'f~ -i-: 6~r; o~i1\\J c ~~7 ~ '/ ~ ~ ~ . V~ ~" .> -, <9~/ \ \ ..;/. "~"'fu ~ Figure 61. Engine Fuel System 60 ---------~ . _ . _ . __._ - -- - -- -­ GASKET NO.1 M8 x 1.25 x 30 BOLT (4) PLACES ~ SPACER (4) e____ ~ ~ / ~ I~~. ~ INSULATOR . /.G:'-l \~ O'RING~~lf FRONT OF ENGINE \ . ~~ .: GROMMET <, .' . ~ ~ I?~ " . • ~~ . /"/.. -: GASKET NO.1.~../\ • ~ .~ l~ FUEL PRESSURE PULSATION ~~o.;:r.?:\c> SUPPLY FUEL INLET til CONNECTOR II . I ! PLACES FUEL INJECTOR . . SET FUEL SYSTEM VEHICLE FUEL SYSTEM Right Side Fuel Rail Subassembly The vehicle fuel system is typical of other Taurus models. The fuel pump is electric and is mounted in the fuel tank. Also, an inertia switch is used. The iner­ tia switch is mounted in the trunk on the inner rear wheel housing on the left side. Install the fuel pressure damper assembly with the fuel pressure damper gasket, fuel line feed, and fuel pipe gasket No. 1 to the right side fuel rail subassembly (Fig. 63). Tighten the fuel pressure damper to 25-34 N·m (18-25 lb-ft). ENGINE FUEL SYSTEM SERVICE HIGHLIGHTS FUEL PRESSURE DAMPER CAUTION: Always use new gaskets when assembling fuel system components to avoid fuel leakage. The primary service highlight on the fuel system involves the assembly procedure used on the fuel rails and the installation of the fuel injectors. During instal­ lation and assembly, the positioning of the injector seals and gaskets is very important to prevent leaks and ensure engine performance. The gaskets and seals are shown in Figure 61. Note that some gaskets are identified as Gaskets 1, 2 or 3. These gaskets must be properly installed, in the correct position. They are different sizes and are made of different materials. FUEL FEED LINE FUEL RAIL RIGHT SIDE Figure 63. Right Side Fuel Rail Subassembly Assembly Procedures To assist in identifying the fuel system gaskets, refer to the following chart (Fig. 64). left Side Fuel Rail Subassembly Install the fuel pressure regulator with fuel line gasket No.3, fuel return line, and fuel line gasket No.2 to the left side fuel rail subassembly (Fig. 62). Tighten the fuel pressure regulator to 25-34 Nun (18-25 lb-ft). GASKET IDENTIFICATION Description Fuel Line Gasket 1 Fuel Line Gasket 2 Fuel Line Gasket 3 Or--. ~ REGULATOR FUEL PRESSURE GASKET 3 6 FUEL RETURN LINE ~~ GASKET NO.2 .. ~ ~: n -' ~ - -- " " 1.0. thickness Remarks 0.63 in (16 rnm) 0.47 in (12 mm) 0.04 in (1.0 mm) Copper 0.49 in 0.75 in (19 mm) (12.4 mm) 0.13 in (3.2 mm) I.D. is rubbercoated. 0.57 in 0.S7in (22 mm) (14.5 mm) 0.04 in (1.0 mm) Copper Figure 64. Gasket Identification ~.rr======= ~ 0.0. 0 FUEL RAIL LEFT SIDE Figure 62. left Side Fuel Rail Subassembly 61 FUEL SYSTEM Injector Installation Installation of the intake air connector stay requires three bolts (Fig. 66). One for the right side and two for the left side. Tighten these bolts to 16-23 Nvm (12-17 lb-ft) . Prior to installing a fuel injector (Fig. 65) into the fuel rail check the a-rings for deterioration and replace them if necessary. Also check the inlet end of the fuel injector for burrs , cracks or foreign materials. Apply a thin coat of light grade oil (Ford Specification ESE­ M2C39 or equivalent) to the a-ring to prevent bind­ ing. As the injector is being installed, turn it back and forth slightly. FUEL PRESSURE SCHRAEDER VALVE V ~~~~~ ~ J~( ~~ NOTE: Align the direction of the injector with the fuel rail hole so that the O-ring does not bite into the edge or tear. l GASKETS (4) FUELRAIL ~ CONNECTOR FUEL RAIL SPACER Figure 66. Fuel Rail Connector When attaching the fuel rail connector to the fuel rails, four gaskets are required for the two union bolts. These gaskets must be in good condition, otherwi se there could be a fuel leak. Tighten the two union bolts to 25-34 N·m (18-25 lb-ft). Figure 65. Fuel Injector Installation Installation of the fuel rails to the cylinder head should begin with left rail . During installation, install the three insulators for the injector into the holes of each cylinder head. Place two spacers for the fuel rail on each cylinder head prior to installation . With the rail connected, install the fuel pressure sch­ raeder valve assembly. Tighten the schraeder valve to 6-9 N·m (52-78 lb-in). Also, attach the fuel line to the cylinder head cover with two bolts to hold it in posi­ tion . With the fuel rail attached , the injectors should be positioned as shown with the injector terminals all at 40 degrees (Fig. 67) except for injector No.4, which is at 0 degrees. 62 FUEL SYSTEM #3 #2 ---;'~--.---_ #1 ---;. --.-­ FRONT OF ENGINE RIGHT BANK LEFT BANK ~ r ! Figure 67. Fuel Injector Positioning NOTE: Connect injector connectors with care to match injector numbers with the wire har­ ness identification numbers. FUEL RAIL DAMPER (3 PLACES) RAIL SUB·ASSY FUEL RH After installation of the fuel pipe subassembly, the bolts holding it to the right cylinder head cover should be tightened to 6.3-9.4 N·m (4.6-6.9Ib-ft). WHITE PAINTED MARKING (3 PLACES) NOTE: If the right hand cylinder head cover is not installed at this time, rotate the fuel pipe subassembly counterclockwise so that it does not interfere with installation of the head cover. FRONT OF ENGINE Installation of the fuel rail dampers (Fig. 68) begins by first coating them with soapy water to allow them to slide into position. They should be installed between the right and left fuel rail subassembly pointing at the white painted marking on the right fuel rail subassem­ bly. Figure 68. Installing Fuel Rail Dampers 63 FUEL SYSTEM Fuel Charge Wiring Assembly The following illustration (Fig. 69) shows the primary engine harness. Note the installation points of the fuel injector connectors. Also note the eye-type connector end of the wire harness . This screws into the top sur­ face of the cylinder block between cylinders No.1 and 2, functioning as the electrical ground . GROUND (EYE TYPE CONNECTOR) Figure 69. Fuel Injector Wiring 64 LUBRICATION SYSTEM sure relief valve that relieves pressure at 4 + 0.4 kg/ cm2 (56.88 ± 5.68 psi). The oil pump is capable of operating at an extremely high capacity from idle through the maximum rpm limit. Note the following chart (Fig. 71). It shows the oil pump capacity and pressure at high and low rpm's. The lubrication system of the SHO engine is designed to provide optimum oil flow through the entire operat­ ing range (Fig. 70). The heart of the system is a posi­ tive displacement trochoidal gear driven oil pump that is mounted on the front of the engine and is driven by the crankshaft. The oil pump contains an integral pres­ GASKET (6659) OIL PUMP (6600) CRANKSHAFT - - - " " " " SEAL (6700) BAFFLE (6687) - - - - ­ OIL STRA INER (6622) GASKET (6626) BAFFLE (6687) Figure 70. Lubrication System Engine rpm 600 6,400 Capacity I/min (gpm) min. 3 (.8) min. 46 (12.15) Pressure kg/cm 2 (psi) 1.5 (21.33) 3 (42.66) 4,000 4±OA Pressure Relief Valve Opening Pressure (56.88 kg/cm 2 (psi) ± 5.68) Figure 71. Oil Pump Capacity Chart 65 LUBRICATION SYSTEM OIL FLOW 6. Crankshaft main journals Nos. 2 and 3 are cross­ drilled to feed the connecting rods. Journal No.2 feeds connecting rods Nos. 2 and 4. Journal No.3 feeds connecting rods Nos. 3 and 5. The main gal­ lery has two supply oil passages drilled through the block and cylinder head. The passage from journal No.2 feeds oil to the left cylinder head . The passage from journal No.3 feeds oil to the right cylinder head . Oil flow through the engine is as follows (Fig. 72): 1. Oil is drawn into the oil pump through the strainer in the sump. 2. Oil is pumped to the filter assembly on the side of the block. 3. Oil leaves the filter and enters an oil cooler. 7. In the cylinder head, oil is provided to the cam timing chain tensioner, camshaft journals and to the cam lobes, lifters and valve stems. 4. Oil enters the main oil gallery where it is distrib­ uted to the crankshaft main journals. 5. From the main journals, oil is routed through pas­ sages in the crankshaft to the rod bearings. From the rod bearings oil is routed through a passage in the connecting rod to the piston pin and then to the cylinder walls. CAM CHAIN TENSIONER CAM CHAIN TENSlONER OIL GALLERY ~ OIL PASSAGE #3 OIL PRESSURE SWITCH OILPUMP ASSY STRAINER #2 #3 #1 #4 EBB MAIN JOURNAL Figure 72. lubrication System Flow 66 ~ FRONT OF ENGINE LUBRICATION SYSTEM A schematic of the oil flow path can be seen in the block diagram (Fig. 73). r-­ I I RIGHT BANK LEFT BANK CAM VALVE LIFTER VALVE STEM CAM VALVE LIFTER VALVE STEM ---, I I I I I I I I I I I I r- -- CAMSHAFT JOURNAL - - - i CAMSHAFT JOURNAL I I I I I I I ___ J L _ . I I I I I I I I I I I I I MAIN OIL HOLE I I I -------, r----.. . . .--~ OIL PRESSURE SWITCH 0.32-0.53 kg/em 2 (4.5-7.5 PSI) V ? I RELIEF VALVE 4 ± 0.4 _ _ _ _ _ _ _ _ -.JI r-------­ kg/em21 ~ ....-_ _..1.-_ _ --, OIL PUMP OIL PAN Figure 73. Lubrication System Block Diagram 67 I I RELIEF VALVE 1.5-2.0 kg/em 2 (21.5-28.5 psi) LUBRICATION SYSTEM The oil cooler must be properly positioned on the cylin­ der block. This is accomplished with an alignment stay on the oil cooler and a positioning pin on the cylinder block. These must be in contact with each other as shown (Fig. 75). LUBRICATION SYSTEM MAJOR COMPONENTS There are several special components and locations to be aware of on the SHO engine lubrication system . As mentioned earlier, the oil pump is a positive displace­ ment trochoidal gear type driven by the crankshaft and located at the front of the engine. The next component is the oil cooler (Fig . 74). The oil cooler mounts on the left side of the cylinder block near the rear of the engine. Engine coolant is circulated through the oil cooler to remove excess heat from the oil passing through it on the way to the engine. The oil cooler also functions as the mount for the oil filter. NOTE: The oil filter should be installed and tightened by hand. Tighten the oil filter 3/4 turn after it contacts the mount. POSITIONING PIN Figure 75. Oil Cooler Alignment Oil pressure is monitored by a sensor mounted on the right rear side of the engine. This sensor provides oil pressure readings to the instrument panel gauge. OIL COOLER Some components that can be considered part of the lubrication system assist in increasing engine perform­ ance. These are the baffle assemblies that are used to reduce windage in the oil sump . NOTE: Windage is defined as the disturbance .of air around a moving object, which in this case is the crankshaft. The purpose of the baf­ fles is to lessen the windage disturbance by channeling oil draining from the crankshaft and upper portions of the engine quickly into the oil sump. The baffles also prevent oil in the sump from sloshing around and contact­ ing the rotating crankshaft during hard cor­ nering, braking or acceleration. Figure 74. Oil Cooler 68 LUBRICATION SYSTEM There are two baffles . The first is bolted to the main cap beam that attaches to the main caps (Fig . 76). The second is attached to the oil pan (Fig . 77). ~~~I ~~~~l~!f:; II=::O~-~ - - - CAP MAIN BAFFLE ~~J--~-::::-=1 MAIN CAP BEAM ~ I Figure 76. Main Cap Baffle NOTE: The purpose of the crankshaft bearing cap beam is to provide a rigid support for the lower part of the engine. This extra support reduces vibration and engine noise. OIL PAN BAFFLE Figure 77. Oil Pan Baffle 69 LUBRICATION SYSTEM LUBRICATION SYSTEM SERVICE HIGHLIGHTS 2. Replace the oil filter. - Using an oil filter wrench, remove the oil filter. General Service - Clean and inspect the oil filter installation sur­ face on the oil cooler. When checking engine oil, the level should be between the lines of ADD 1 QT and FULL on the dip stick. If it is low, check for leaks and add oil up to the FULL mark. In addition, check the oil quality. There should be no evidence of water or other signs of deterioration. Replace oil at the recommended service intervals, or if there is evidence of deterioration. - Apply a light coat of clean engine oil to the gasket of the new oil filter (FL400-A). - Install the new oil filter. Tighten it 3/4 turn, by hand, after the seal contacts the oil cooler sur­ face. Oil Pressure Check 3. Fill with the recommended engine oil, API SG/ CC, SAE 5W-30. Note that SG is a new API (American Petroleum Institute) category that re­ places SF as the top of the line oil. Oil pressure is checked by removing the oil pressure switch right rear side of the engine and installing an oil pressure gauge. At normal operating temperature the oil pressure should be above the specifications on the chart (Fig. 78). - Clean and install the oil drain plug with a new gasket. More than Standard OIlPreasure: kgfcm 2 psi - Tighten the oil drain plug to 20-33 Nvm (14-25 lb-ft). kPa At idle 0.9 12.8 88 2500 rpm 2.0 28.4 196 - Clean any contaminants from the oil filler tube neck. Figure 78. Oil Pressure Check Specifications - Fill with the new engine oil. Refer to the Shop Manual or Owner's Guide for the recommended oil viscosity. Refer to the following chart for oil capacity (Fig. 79). Replacement of Engine Oil and Filter Use the following procedure to change the engine oil. 1. Drain engine oil. - Oil filler cap should be removed during the draining. Oil Capacity Qts Liters lmp-qts Without oil filter change 4.5 3.7 With oil filter change 5.0 32 4.7 Dry filJ 6.0 5.8 5.1 4.2 Figure 79. Oil Fill Specifications - Place a container under the oil drain plug. Re­ move the drain plug and drain the oil into a container. - Install the oil filler cap. - Start the engine and check for leaks. - Recheck engine oil level and add if necessary. 70 LUBRICATION SYSTEM If extensive engine repair is required, it is recom­ mended that the oil pump be disassembled, cleaned and inspected. Note that individual components at the oil pump are not serviceable. If any part of the oil pump requires replacement, replace the complete pump as­ sembly . Oil Pump Service The special tools to be aware of for use in servicing the lubrication system are included in the Front Crank Seal/Gear/Damper set, T89P-6701 (Fig. 80). They are used to remove the crankshaft gear to gain access to the oil pump (T89P-6701-A), and also to press the front crankshaft oil seal into the oil pump housing (T89P-6701-B). CRANKSHAFT GEAR REMOVAL !­ FOR DAMPER REMOVAL (M8 x 1.25 x 55mm) M5 x .8 x 90mm (FROM T89P·6701-A) D80L·630·A FRONT CRANKSHAFT SEAL INSTALLATION FOR SPROCKET REMOVAL (M5 x .8 x 90mm) T89p·6701·B T86P·6701·A T88T-6701·A2 T82L·6316·A T88T-6701·A3 T89P·6701·B Figure 80. Oil Pump Special Tools 71 LUBRICATION SYSTEM Cleaning Wash all parts in solvent and dry them thoroughly with compressed air. Use a brush to clean the inside of the pump housing and pres sure relief valve chamber. Make sure that all dirt and metal particles are removed. Inspection 1. Check the inside of the pump housing, outer race and rotor for damage and excessive wear. Also, check the mating surface of the pump cover for wear. Minor scuff marks are normal , but if the cover mating surface is worn, scored, or grooved, replace the pump. Inspect the rotor for nicks, burrs or score marks. Remove small imperfections with crocus cloth. Figure 82. Radial Clearance 4. With the rotor assembly installed in the housing, place a straightedge over the rotor assembly and the housing (Fig. 83). Measure the side clearance (rotor end play) between the straightedge and the rotor and outer race. Inspect the relief valve spring to see if it is collapsed or worn. Check the relief valve spring tension. If the spring tension is not with specification and/or the spring is worn or da­ maged, replace the pump. Check the relief valve piston for free operation in the bore. 2. Measure the inner rotor tip clearance (Fig. 81). Inner to outer rotor tip clearance must be within specification (see specifications below) with the feeler gauge inserted and the rotors removed from the pump housing. /ROTORS INNER ROTOR OUTER ROTOR Figure 83. Rotor to Housing Side Clearance Figure 81. Inner Rotor Tip Clearance Oil pump clearance specifications are as follows: 3. With the rotor assembly installed in the housing, measure the radial clearance between the outer ro­ tor and the housing (Fig. 82). • Outer and Inner Rotor Tip Clearance: 0.06-0.l8mm (0.0024-0 .0071 in.) • Outer Rotor and Housing Radial Clearance: 0 .10­ 0.175mm (0.0039-0.0069 in .) • Rotor to Housing Side Clearance: 0.03-0.09mm (0.0012-0.0035 in.) 72 LUBRICATION SYSTEM Lubrication System Component Installation Highlights Baffle and Beam Installation During installation of the baffle and beam , be aware of the directional arrow on the crankshaft bearing cap beam and the torque specifications for the attaching screws (Fig. 84). Also, note that one of the oil pan baffle screws must be tightened with the oil strainer in place. Other important features to be aware of during service include installation of the baffle and crankshaft bearing cap beam, oil pump and rear oil seal carrier , oil strainer, and also the oil pan and oil level sensor . :I\'"I TO BE TIGHTENED WITH OIL STRAINER MAIN CAP BAFFLE (A5841) M8 x 1.25 x (15-24 N"m/11-17 LB·FT) BOLT HEXAGON HEADWIWAVE(8) PLACES ~ '\\') ,~,'\( ~ ARROW MARK POINTING ,'; -FORWARD / M8x 1.25x25 - - - - BOLT, FLANGE (20-32 N·m/15·24 LB-FT) (8) PLACES - - - - - _ _-.::::~~~ I @ MAIN CAP BEAM FRONT OF ENGINE Figure 84 . Baffle and Beam Installation 73 LUBRICATION SYSTEM Oil Strainer and Oil Pan Installation BAFFLE PLATE Prior to installing the oil strainer, position a new oil strainer gasket on the oil pump. Install the oil strainer attaching nuts and bolts and tighten them to specifica­ tion. -Nuts -7.5-10 N·m (65-91Ib-in) - Bolts - 16-23 N·m (12-17 lb-ft) • The following parts/should be installed on the oil pan before it is attached to the cylinder block (Fig. 85): • Engine low oil level sensor and gasket. Tighten to 21-33 N·m (15-25 lb-ft). DRAIN PLUG ---~ Figure 85. Oil Pan Assembly • Oil drain plug and gasket. Tighten to 20-33 N·m (14-25 lb-ft). With the components installed on the oil pan, apply a continuous bead of Ford Silicone Sealer E3AZ-19562­ A or equivalent. The bead should be applied without any breaks along the center of the pan rail. Apply sili­ cone sealer to the inside of any bolt or alignment pin holes (Fig. 86). • Oil pan baffle plate. Tighten bolts to 6.5-9.5 N·m (56-82 lb-in). NOTE: The oil pan should be installed on the cylinder block within 10 minutes after the sili­ cone sealer is applied because the sealing abil­ ity of the silicone deteriorates after the surface has begun to harden. The front and rear oil pan gaskets must be inserted into the grooves provided on the bottom of the oil pump and the oil seal carrier prior to installation of the oil pan. Inserting the gaskets into the groove will prevent them from protruding and possibly causing a leak. -----~--==" \ \ o o o 0 }._- -­ SILICONE BEAD FRONT OF ENGINE Figure 86. Oil Pan Sealer Installation 74 LUBRICATION SYSTEM Install the oil pan on the cylinder block (Fig. 87). Install the attaching bolts and nuts. Note that there is a harness clamp for the oil level sensor lead that is held in position by an oil pan bolt. HARNESS CLAMP Figure 87. Oil Pan Installation Tighten the oil pan attaching bolts and nuts in the se­ quence shown (Fig . 88). Tightening specifications for the oil pan fasteners are 16-23 N·m (12-17 lb-ft). 6 Install the oil cooler and two gaskets to the cylinder block. Make sure that the oil cooler is properly posi­ tioned as mentioned earlier. Tighten the oil cooler union bolt to the cylinder block to specifications, 39-49 N·m (29-36Ib-ft). Figure 88. Tightening Sequence 75 w---~--------------------------------" " ' -'-- ' - -- - - - - - ­ COOLING SYSTEM SYSTEM DESCRIPTION The water pump is of a conventional design and is driven by the acce ssory drive belt. A thermostat is in the water outlet connection housing at the opposite end of the engine. The thermostat ensures rapid engine warm-up , restricting coolant flow at lower operating temperatures . It also assists in keeping the engine oper­ ating temperature within predetermined limits . The cooling system (Fig . 89) includes a radiator, water circulating pump and a cooling fan which is activated by the integrated relay control module. Also included in the cooling system is a separate coolant recovery reservoir which is located beside the radiator and aids in maintaining the correct volume of coolant. ~~ WATER OUTLET ~' • " .fj GASKET~ ~ (8255B) WATER BYPASS GASKET (8563) WATER BYPASS PIPE NO.1 (8A504) WATER BYPASS HOSENO.2 (8287) WATER BYPASS HOSE NO.1 (8548) INLET GASKET (8A531) Figure 89. Cooling System 76 , - - -_. .. _ -- - -- - -- - - - - ­ ...- - - - ~. COOLING SYSTEM The coolant normally contains a 50/50 mix of water and permanent coolant/antifreeze fluid such as Ford Cooling System Fluid E2FZ-19549-AA or equivalent (cooling system fluid must meet Ford Specification ESE-M97B44-A). Note that the addition of more water than recommended will raise the freezing protection temperature and weaken the corrosion inhibitors. Re­ fer to the Shop Manual specifications for the cooling system capacity. WARNING: THE ENGINE ELECTRIC COOLING FAN MAY COME ON AT ANY TIME WITHOUT WARNING EVEN IF THE ENGINE IS NOT RUNNING. COOLING SYSTEM OPERATING PRINCIPLES Coolant flow through the system is determined by cool­ ant temperature (Fig. 90). When the coolant is cold, the thermostat is in the closed position and the coolant flow is restricted to the cylinder block, heads, intake mani­ fold and heater. As the temperature increases, the ther­ mostat opens, allowing a portion of the coolant to pass into the radiator. The coolant flows through the radia­ tor tubes and is cooled by air passing over the cooling fins assisted by the cooling fan. Coolant is then circu­ lated from the radiator outlet tank through the water pump and into the cylinder block to complete the cir­ cuit. NOTE: The cooling system must be main­ tained with the correct concentration and type of antifreeze to prevent corrosion damage. The electric radiator cooling fan motor is mounted be­ hind the radiator. The integrated relay control module actuates the fan when the coolant reaches a specified temperature, and/or when the air conditioning clutch is activated, if so equipped. THROTTLE BODY 'r / THERMOSTAT /~- TORADIATOR ~~'fiATER . OUTLET ~ =ltL-b J,l : j "L...,: Water outlet ,. Radiator WATER PUMP FROM RADIATOR Figure 90. Coolant Flow 77 __.-- ­ COOLING SYSTEM The cool ant expands as the temperature and pressure rise in the system. When the limiting system working pressure is reached, the pressure relief valve in the radiator cap is lifted from its seat and allows coolant to flow through the radiator filler neck and the overflow hose into the coolant recovery tank. The radiator filler cap has a rubber sea l on the underside to prevent leak­ age. temperature, and/or when the engine reaches a speci ­ fied temperature. On vehicles equipped with air condi­ tioning , the cooling fan motor is activated whenever the air conditioning clutch is engaged. COOLING SYSTEM SERVI CE Wate r Pump Installation When system temperature and pressure drop, the cool­ ant con tracts in volume and the pressure in the radiator is reduced , resulting in a partial vacuum. The coolant in the recovery tank the n flows back into the radiator through the vacuum relief valve in the rad iator filler cap. Install the water inlet and water inlet gasket to the wate r pump (Fig . 91). Tighte n these bolts to 8.5-13 Nvrn (6­ 9.5 Ib-ft). Install the water pump and water pump gasket 2 with the bolts and stud bo lt on the cylinder block. Tighten the two bolts to 16-23 Nvrn (12 -17 lb-ft). The integ rated relay control module activates the coo l­ ing fan motor when the coo lant reaches a specified STUD BOLT ~// WATER PUMP BOLTS WA TER INLET Figure 91. Water Pump Installation 78 .--- COOLING SYSTEM Water Outlet Housing Installation THROTTLE BODY Prior to installation, the water outlet housing must be subassembled . 1. Install the engine coolant temperature sensor to the water outlet housing and tighten to 17-24 N ·m (12-18 Ib-ft) (Fig. 92) . WATER OUTLET HOUSING NO.1 2 . Install the engine electronic coolant temperature sensor to water outlet No.1 and tighten it to 17-24 N·m (12-18lb-ft) . WATER OUTLET NO.1 WATER BYPASS PIPE NO.1 o ~ WA TER OUTLET HOUSING ENGINE COOLANT TEMPERATURE SENSOR (GAUGE) Figure 92. Water Outlet Housing Subassembly Figure 93. Water Outlet Housing Assembly 3. Subassemble the water outlet housing and water outlet No .1 with the coolant hose and two clamps (Fig. 93) . NOTE: Be careful not to damage the gasket of the water bypass pipe No. 1. - Insert the hose to the water outlet housing and clamp it. 4. Install the subas sembled water outlet housing. - Insert the hose on the water outlet housing to water outlet No.1. - Place the gasket on each cylinder head . - Coat the water bypass pipe No. 1 gasket with soapy water or similar liquid . - Install the subassembled water outlet housing and tighten the attaching nuts to 16-23 N ·m (12­ 171b-ft) . - As the water outlet housing is installed , insert the water bypass pipe into the water pump , tak­ ing care not to damage the gasket. NOTE: Do not use engine oil as the lubricant. - Insert the water bypass pipe No.1 into the water outlet housing. - Clamp the hose at water outlet No.1. 79 - _. COOLING SYSTEM Hose Installation Thermostat Installation 1. Remove any dust and foreign materials from the outside of the water outlet housing flange (Fig. 94). Hoses should be installed as indicated (Fig. 95). Note that the heater hose (water bypass hoses 6 and 7 which act as the throttle body warmer) must be subassembled on the throttle body. Therefore, when installing the intake system on the cylinder heads, insert the hoses to the water outlet housing. Also, when water bypass hose No.2 from the oil cooler is clamped to the ignition coil mount, take care not to break the resin coating on the clamp. 2. Fit the water outlet housing gasket to the thermo­ stat. Take care not to damage the gasket. 3. Align the jiggle valve of the thermostat with the upper bolt of the water outlet housing and insert the thermostat in the water outlet housing. 4. Install the water outlet No.2 to the water outlet housing and tighten the attaching nuts to 7.5-10 N·m (65-91 lb-in). WATER OUTLET HOUSING NO.2 JIGGLE VALVE ~. THERMOSTAT WATER OUTLET HOUSING Figure 94. Thermostat Installation WATER BYPASS HOSE NO.6 WATER BYPASS HOSE NO.2 WATER BYPASS HOSE NO.1 Figure 95. Bypass Hose Installation 80 CYLINDER BLOCK SERVICE Note the location of the major components (Fig. 96). The main bearing caps are numbered and should be assembled with the ID numbers pointing toward the front of the engine. The caps are identified by the num­ bers I through 4 from front to rear. This section details the information required to prop­ erly service the cylinder block components including the crankshaft, crankshaft bearings, main caps, pis­ tons, connecting rods and the flywheel. CRANKSHAFT, MAIN AND THRUST BEARINGS It is important to be aware of the different style main bearings. Style I bearings are placed on the outer main journals I and 4. They are slightly wider than the style 2 bearings that are used on the inner main journals 2 and 3. The main bearing used in the SHO engine are steel­ backed copper lead with a tin overlay. The upper bear­ ings are grooved. The lower bearings are plain. The main caps are made of ductile cast iron and are retained with llmm diameter main cap bolts and stud bolts. The crankshaft is a forged carbon steel design with five fully machined counterweights. The thrust bearings are placed on either side of main journal 3. Note that the lower thrust bearings are tabbed. CAP NO.1 CAP NO.2 CAP NO.3 ASSEMBLE CAPS WITH 10 NUMBERS ON CAPS POINTING FORWARD. CAPS ARE IDENTIFIED BY NUMBER 1 THROUGH 4 FRONT TO REAR. MAIN BEARING NO. 2 LOWER THRUST BEARING·LOWER THRUST BEARING UPPER MAIN BEARING NO.1-UPPER _o:=d~~~::; ~ Figure 96. Main and Thrust Bearing Location 81 CYLINDER BLOCK SERVICE Main and Thrust Bearing Assembly 5. Oil all journals and install bearing caps Nos. 1 through 4. Lower thrust bearings are installed on bearing cap No.3 with the bearing grooves toward the crankshaft. To assemble the crankshaft into the cylinder block with the main and thrust bearings properly positioned, use the following procedure: 6. Apply a coat of oil to the bearing cap bolts and tighten them in the proper sequence (Fig. 97) in two steps. Tighten bearing caps in the following manner: 1. Install the upper main bearings into the cylinder block . Note that the grooved main bearing halves are used in the block. 2. Oil all the upper bearing surfaces with clean engine oil. • First Step: 49-69 N·m (36-51Ib-ft) • Second Step: 78-88 Nvrn (58-65Ib-ft) 3. Place the crankshaft into the block carefully to avoid damaging the journal surfaces or the bear­ mgs. After assembly, confirm that the crankshaft can rotate smoothly and that thrust end play is within specifica­ tions. 4. Install the upper thrust bearings on the front and rear of No .3 journal by pushing the crankshaft toward the front and rear. The oil groove on the thrust bearing should be facing the crankshaft . No selective fit is provided for thrust bearings. THRUST BEARING FRONT OF ENGINE CAP 10 MARK LOWER TORQUE: 49-69 N'm (36-51 LB-FT) FOR FIRST STAGE, 78-88 N'm (58-65 LB-FT) FOR FINAL. Figure 97. Bearing and Main Cap Installation 82 ~ CYLINDER BLOCK SERVICE Piston and Connecting Rod the connecting rod the "KO~' mark should point to the front as should the hash mark on the rod bearing cap. Also note that there is a letter mark on the rod and cap that assures that the cap is correctly installed on the rod. The pistons used in the SHO engine are of a cast alumi­ numdesign with valve reliefs cut for each of the valves . Connecting rods are made of forged steel. Identifica­ tion of the pistons is as follows (Fig. 98): NOTE: The "KO~' designation is a manufac­ turing number. It should only be used as a directional reference by Ford Technicians. It is used on other components, in addition to the rod caps. • Pistons have directional arrows which must point to the front of the engine. • There are indicators that show which side goes to­ ward the exhaust side of the engine. • There are indicators which show if the piston is used on the right or left bank. A special point to note is that connecting rods are not numbered from the factory. They are stamped by weight and size. To assure the connecting rods and their respective caps go back in the same cylinder they should be marked prior to disassembly. Piston compression rings should be positioned as indi­ cated with the chamfered edge on the inside top. The "R" marking should also be on the top of the ring. On PISTON IDENTIFICATION MARKS RIGHT BANK TOWARD EXHAUST TOWARD EXHAUST FRONT OF ENGINE PISTON RINGS CHAMFERED ~ ', , /' UR" STAMP INSID~TOP \_ ~ ~ ~ ~ ~ "R"STAMP /ONTOP =­ CJ CDMBINAn~~ ~ MARKOF ROD AND CAP Figure 98. Piston, Ring and Connecting Rod Identification 83 ~------------------------------- ---- ------ -- - _ ._-­ CYLINDER BLOCK SERVICE Piston and Connecting Rod Assembly Procedures 2. Apply a light coat of engine oil on the piston, pis­ ton rings, piston pin, connecting rod bearing and the inside of the cylinder bore. If during engine service it is necessary to install a new piston, it is necessary to remove and install the piston pin from the connecting rod and piston using the Pis­ ton Pin Remover/Replacer D89P-6135-A or equivalent (Fig. 99). Be sure to follow the procedure outlined in the Shop Manual. 3. Position the piston ring gaps around the piston as shown (Fig. 100). OIL RING UPPER SIDE RAIL TOP RING PISTON PIN DRIVER D89L-6135-A 1 2ND RING OIL RING LOWER SIDE RAIL Figure 100. Positioning the Piston Rings NOTE: Prior to installing the pistons and con­ necting rods into the cylinder block, cover the rod bolts with pieces of rubber. hose or spark plug boots. This will prevent scratching the crankshaft journal during installation. 4. Install the pistons using Piston Ring Compressor D81L-6002-C or equivalent. Make sure that the piston and connecting rods are positioned so that the marked sides are toward the front of the engine. Figure 99. Piston Pin Remover/Replacer In Use 5. Lubricate the connecting rod bolts and nut flanges with Ford Long Life Lubricant C1AZ-19590-BA or other equivalent Molybdenum Disulfide grease. To install the piston and connecting rod use the follow­ ing procedure: 6. Install the connecting rod cap and attaching nuts. Tighten the attaching nuts in two steps: 1. Install the connecting rod bearing on the connect­ ing rod and connecting rod cap so that the lug of the bearing fits in the groove ofthe connecting rod and cap. - First Step: 30-35 Nvm (22-26Ib-ft) - Second Step: 45-50 N·m (33-36Ib-ft) 84 CYLINDER BLOCK SERVICE 2. Install the flywheel on the crankshaft. 7. Check connecting rod side clearance as outlined in the Shop Manual . 3 . Attach Flywheel Holding Tool T74P-6375-A or equivalent to prevent the flywheel from rotating during the tightening procedure. 8. Install the crankshaft bearing cap beam on the caps. The directional arrow on the beam must point to the front of the engine (Fig. 101). Tighten the fasteners to 21-32 N·m (15-24 lb-ft) . 4. Install new flywheel bolts . Coat the flywheel bolt threads with Ford Dry Film Lubricant E2SZ­ 19553-A or an equivalent Molybdenum Disulfide lubricant. NOTE: Do not reuse flywheel bolts. Always install new bolts. 5 . Install and uniformly tighten the eight flywheel bolts in the sequence shown in two stages (Fig. 102): r I - Stage 1: 39-59 N·m (29-43 Ib-ft) - Stage 2: 69-78 N·m (51-58 lb-ft) Figure 102. Flywheel Bolt Tightening Sequence Figure 101. Installing the Crankshaft Bearing Cap Beam 6. Wipe out surplus oil around bolts and any oil that is present on the flywheel surface contacting the clutch disc . Flywheel Installation Flywheel installation requires the following proce­ dure: 1. Clean the crankshaft bolt holes and contacting sur­ face with a clean solvent. Check the flywheel sur­ face and bolt holes for dirt and burrs . 85 CYLINDER HEAD AND VALVE TRAIN The primary features of the cylinder heads (Fig. 103) and valve train (Fig . 104) are the Dual Overhead Cam­ shaft (DOHC) and 4 valves per cylinder design. Other features include: • Left and right bank intake camshafts are driven by a timing belt. • Left and right bank exhaust camshafts are driven by the intake camshafts through timing chains. • Cylinder head is made of cast aluminum. • Head bolts are designed to be used for the entire life of the engine. There is no stretch criteria to check for ifthe bolts are being reused. • Valves are actuated by "bucket" type shim adjusta­ ble lifters. • Valve adjustment is accomplished with shims . EXHAUST CAMSHAFT (6250-B) INTAKE CAMSHAFT (6250-C) EXHAUST CAMSHAFT (6250-0) RIGHT BANK FRONT OF ENGINE VALVE SPRING (6613) LEFT BANK INTAKE VALVE SEAL (6571-A) (BROWN) Figure 103. Cylinder Head 86 CYLINDER HEAD AND VALVE TRAIN TIMING CHAINS (6268) TIMING BELT (6268) Figure 104. Valve Train CYLINDER HEAD AND VALVE TRAIN ASSEMBLY FEATURES Cylinder head and valve train assembly techniques are critical to proper engine operation. This section exam­ ines the procedures that must be performed during as­ sembly, including timing. These procedures must be precisely executed for the engine to perform to its max­ imum potential. T59L-100-B SLIDE HAMMER T89P·6510·D Valve Assembly Service Valve Seals Two special tools are required for servicing the valve stem seals. The first is Valve Stem Seal Remover T89P-6510-D (Fig . 105). This tool is used in conjunc­ tion with Slide Hammer T79L-IOO-B and slides beneath the seal, allowing it to be pulled off the end of the valve guide. Figure 105. Valve Stem Oil Seal Remover 87 CYLINDER HEAD AND VALVE TRAIN The second tool is Valve Stem Seal Replacer T89P­ 6510-C (Fig. 106). This tool fits over the valve seal and allows the valve seal to be pressed over the valve guide, by hand, until it seats fully. Prior to installing the valve seal, it should be coated with engine oil. VALVE STEM SEAL INSTALLER T89P-6510-C 1/2 INCH DRIVE SOCKET HANDLE VALVE SPRING COMPRESSOR T89P-6565-A Figure 107. Valve Spring Compressor During installation of the valve assemblies, lubricate the valves, valve stems and valve guides using clean engine oil. During installation of the valve springs, make sure that the end of the springs with the wide pitch (painted yellow) is facing upward (Fig. 108). VALVE STEM SEAL Figure 106. Valve Stem Seal Installation During installation , take care not to allow the seal to be inclined on the valve guide . It must be fully seated . Also, be careful not to confuse the valve seals. They are color coded. Brown seals go on the intake valves, black seals go on the exhaust valves. WIDE PITCH (YELLOW) Valve, Valve Spring and Valve Guide Service Valve springs should be removed and installed utilizing Valve Spring Compressor T89P-6565-A (Fig. 107). Figure 108. Valve Assembly Installed 88 CYLINDER HEAD AND VALVE TRAIN The valve lifters should be installed in the cylinder head prior to the camshafts. Use the following procedure to install the lifters: Camshaft, Timing Chain and Chain Tensioner Installation Proper installation of the camshaft, timing chain and chain tensioner are critical and must be performed pre­ cisely using the following procedures: - Lubricate the lifters, lifter bores and valve tips with clean engine oil prior to installation. - Install the lifter on the valve stem tip. 1. Install the chain sprockets to the camshafts (Fig . 110). - Check that the lifter rotates smoothly in the bore. - Place the sprockets on the camshafts with the timing mark outward. - Place the adjusting pad on the lifter with the numbers down. This prevents them from wearing off. - Align the timing mark of the sprocket with that of the camshaft . A special point to note is that the valve guides in this engine are serviceable. Valve guides are removed using Valve Guide Remover T89P-651O-A (Fig . 109). Installation of the valve guide is accomplished using the same tool along with Valve Guide Replacer Adapter T89P-6510-B. - Tighten the two bolts by hand, then tighten to 14-18 Nvrn (l0-131b-ft). TIMING MARK (CAMSHAFT) VALVE GUIDE REMOVER T89P-6510·A Figure 110. Installing Chain Sprocket to Camshaft 2 . Install the right side chain and chain tensioner (Fig. lll) . Note that the right side chain tensioner forces down against the chain while the left ten­ sioner forces up (Fig. 112). The tensioners can be identified by their appearance. Note the height dif­ ference in the tensioners and the chain guides (Fig. 113). - Align white chain plate with the sprocket timing mark and install the chain. ADAPTER T89P·6510·B r----- WHITE CHAIN PLATE - - - - - - - , VALVE GUIDE Figure 109. Valve Guide Remover and Replacer Adapter Figure 111. Installing the Chain 89 CYLINDER HEAD AND VALVE TRAIN RIGHT SIDE CHAIN GUIDE ~~ ~ ~ ~ - .J'd~ RIGHT SIDE CHAIN TENSIONER LEFT SIDE CHAIN GUIDE Figure 112. Right and Left Side Chain Tensioners RIGHT CHAIN TENSIONER CHAIN GUIDE LEFT Jl-+-~ ~ CQJ irts\\[{J0 Figure 113. Chain Tensioner and Guide Identification 90 CYLINDER HEAD AND VALVE TRAIN - Rotate the camshafts approximately 60 degrees counterclockwise . NOTE: There are directional arrow marks on . the camshaft bearing caps. These arrow marks should point to the front of the engine. - Place the chain tensioner between the two sprockets (Fig . 114) . - Install the camshaft oil seals using the Camshaft Seal Protector and the Camshaft Seal Expander T89P-6256-B and Camshaft Seal Replacer T89P-6256-A (Fig. 115). - Place the two camshafts with the chain and chain tensioner on the right side cylinder head. f i , i I CAMSHAFT SEAL REPLACER T89P·6256·A I Figure 115. Camshaft Seal Expander and Camshaft Seal Replacer In Use '~_=~ - Apply Ford Silicone Gasket and Sealant E3AZ­ 19562-A or equivalent to the cylinder head and the oil seal shoulder as shown (Fig. 116). R CHAIN TENSIONER RIGHT SIDE Figure 114. Right Side Chain Tensioner Installed 3. Install the right hand camshaft bearing caps. - Apply a coat of engine oil on the camshaft jour­ nals. - Install Nos. 2 through 5 camshaft bearing caps and tighten the attaching bolts temporarily. Figure 116. Silicone Sealer Application Points 91 .-- - ---- -_. _-~-------------------------------------- CYLINDER HEAD AND VALVE TRAIN - Apply a thin bead, approximately 2.5mm (1/10 in.) thick , ofFord Silicone Sealer E3AZ-19562­ A or equivalent to the No. I bearing caps (Fig. 117). - Install and tighten the No. 1 camshaft bearing caps while holding the oil seal in position with Camshaft Seal Replacer T89P-6256-A . - Tighten the bearing cap attaching bolts in two steps in the sequence indicated. On the first step, tighten the bolts to 11 N.m (8 lb-ft). On the second step tighten the bolts to a final torque specification of 16-22 Nun (12-16 lb-ft) (Fig. 118). NOTE: The No.5 camshaft bearing cap func­ tions as the thrust bearing of the camshaft. Always tighten the No.5 bearing cap first. SILICONE SEALER APPLICATION Figure 117. No.1 Camshaft Bearing Caps Silicone Sealer Application Points RIGHT BANK LEFT BANK Figure 118. Camshaft Bearing Torque Sequence 92 .-- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- -- - - - - - - - - -- ­ CYLINDER HEAD AND VALVE TRAIN - Position the right side chain guide and chain tensioner on the cylinder head and tighten the retaining bolts to 15-19 N·m (l1-14Ib-ft). 5. Install the camshaft bearing caps on the left side using the same procedures as for the right cylinder head. - Rotate the camshaft approximately 60 degrees clockwise, then check the alignment of the tim­ ing mark of the chain and sprockets. NOTE: Install the left side bearing caps while compressing the chain tensioner by hand to avoid damaging the bearing caps. 4. Install the left side chain and chain tensioner using the same techniques that were used on the right side (Fig. 119). 6. Using a plastic hammer, lightly tap the valve stem tip to ensure a proper fit. CYLINDER HEAD AND GASKET INSTALLATION NOTE: Location of the left side chain ten­ sioner and guide are opposite those of the right side. i i , i I The SHO engine utilizes a composite cylinder head gasket (Fig. 120) that has a steel core and steel firing ring seal. A common gasket is used for both the right and left sides. The gasket is positioned by two align­ ment dowels. CHAIN TENSIONER I LEFT SIDE FRONT OF ENGINE Figure 119. Left Side Chain Tensioner, Guide and Timing Chain Figure 120. Cylinder Head Gasket 93 CYLINDER HEAD AND VALVE TRAIN Cylinder Head Installation Procedures 3. Apply a light coat of engine oil on the threads and under the head on the cylinder head bolts. The following procedures must be followed when in­ stalling the cylinder head to assure proper cylinder sealing: 4. Install the cylinder head bolts and washers and tighten them in two steps (Fig. 121 ) : -Firstt049-69N·m(36-51Ib-ft) 1. Completely remove all foreign materials or oil from the upper surface of the cylinder block and lower surface of the cylinder head . - Second to 83-93 Nvm (61-69Ib-ft). 2. Place the head gasket and cylinder head on the cylinder block. Use the dowel pins to align both the gasket and head. NOTE: During cylinder head service and installation the intake ports should be taped closed to prevent parts or foreign materials from falling in. RIGHT BANK 6 LEFT BANK Figure 121. Cylinder Head Torque Sequence 94 CYLINDER HEAD AND VALVE TRAIN CRANKSHAFT PULLEY, CAMSHAFT • Do not allow the belt to come into contact with oil, gasoline, water or steam. PULLEY,CRANKSHAFTDAMPER AND TIMING BELT INSTALLATION • Keep the belt in a cool and dark room for long term storage. MARK ON BELT (BLUE)-----. • Do not hit or squeeze the belt with a hammer or screwdriver during removal or installation. • While handling the belt on a pulley, do not tighten or loosen the pulley set bolts without holding the shaft with a wrench or special jig. This prevents timing from being altered. Note that there are special tools available for this engine to hold the camshafts and the crankshaft. These will be discussed in this sec­ tion. NOTE: If a timing belt is removed for service . it can be reused. The maintenance interval on timing belts is 96,000 km (60,000 miles). Install the components using the following procedures: 1. Install the timing belt idler subassembly (Fig. 123). - Install the stud bolt on the cylinder block. - Install the idler subassembly with the torsion spring onto the stud bolt on the cylinder block . Install the nut and washer and tighten the nut slightly. TIMING MARK ON CRANKSHAFT DAMPER MARK ON BELT (YELLOW) Figure 122. Timing Belt Components (Marks When No.1 Cylinder is at T.O.C. on Compression Stroke) The crankshaft sprocket, camshaft sprocket, crank­ shaft damper and timing belt must be installed so that the timing marks are aligned as shown when the No.1 piston is at TDC (Fig. 122). ~ Prior to installation of the timing belt there are certain procedures that must be followed to assure the belt is not damaged. They are: • Do not bend tightly, twist or turn the belt inside out. Figure 123. Timing Belt Idler Installation 95 .. ---- ~-------------------------------- ---------_. ~ CYLINDER HEAD AND VALVE TRAIN - Insert a 6mm hex wrench into the idler screw while holding the idler with a wrench or socket. Rotate the idler fully clockwise to apply pres­ sure on the spring and tighten the nut (Fig. 124). NOTE: Make sure that the spring is placed properly on the pins of the idler and cylinder block so that when it is released it will apply pressure on the timing belt . . Figure 125. Adjusting Crankshaft Sensor Gap 3. Install the timing belt cover No.5 (Fig. 126). Tighten the attaching bolts to 7.1-11 N·m (5.2-7 .8 lb-ft). (~51> 6mmHEX WRENCH Figure 124. Tightening the Idler 0;:--- 2. Install the crankshaft sensor and crankshaft sprocket {Fig. 125). ~ - Attach the crank sensor to the oil pump and tem­ porarily tighten the attaching screws. TIMING BELT COVER NO.4 (6E006) - Install the straight key on the crankshaft. - Apply a thin film of grease on the crankshaft then push the crankshaft sprocket into position . \ ~ r ~,.~~/'r / {f\.~\ ~ ~ \ ~;~~ ~ TIMING BELT COVER NO.5 (6E006) Figure 126. Installing Timing Belt Covers Nos. 4 and 5 - With a feeler gauge, adjust the gap between the crankshaft sensor and shutter on the crankshaft sprocket. The clearance should be 0.8mm (0. 03 in.). 4. Install timing belt cover No.4. Tighten attaching bolts to 7.1-11 N·m (5.2-7.8Ib-ft). 96 CYLINDER HEAD AND VALVE TRAIN 5. Install the timing belt with the "KO~' mark toward the cyUnder head (Fig. 127). Temporarily install the timing belt on the crankshaft pulley and ten­ sioner. 6. Install timing belt covers 2 and 1 (Fig. 128). - While holding the timing belt, place timing belt cover No.2 onto the engine. Tighten the atta­ ching bolts to 8.8 N·m (5.8Ib-ft). MARK TOWARD CYLINDER HEAD - Set the crankshaft sensor wire seal into the groove of belt cover No.2. - Install the timing belt guide. The cup side should face outward. - Place belt cover No. 1 with its gasket on the engine and tighten the four attaching bolts to 8.8 N·m (5.8Ib-ft). - Remove the timing belt. TIMING BELT COVER NO. 2 Figure 127. Installing the Timing Belt Figure 128. Installing Timing Belt Covers Nos. 1 and 2 97 .---- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - --_.­ CYLINDER HEAD AND VALVE TRAIN 7. Install the crankshaft damper (Fig. 129). - Align the key groove of the pulley with the key and position the gear. - Using Crankshaft Seal Installer Aligner T88T­ 6701-A with forcing screw from T82L-6316-A, press the crank damper onto the crankshaft. Figure 130. Setting Engine to No.1 TDC on the Compression Stroke 9. Align the camshafts in the right and left side cylin­ der heads. - Rotate the camshafts using a wrench on the octa­ gon flats machined into the camshafts. Set the camshafts with their "KOA" embossed marks facing upward. SCREW, NUT AND WASHER T82L-6316-A Figure 129. Installing the Crankshaft Damper - Set Cam Position Tool T89P-6256-C over the camshaft flats to assure they are properly aligned (Fig. 131). If the tool fits properly it means that camshaft timing is correct. This is essential to proper engine operation. - Install flywheel holding tool T74P-6375-A to fix the flywheel. - Install and tighten the crankshaft damper to 152­ 172 N·m (1l2-l27lb-ft). NOTE: Apply a light coat of Ford Dry Film Lubricant E2SZ-19553-A (or equivalent molybdenum disulfide oil) to the thread and head of the crankshaft damper bolt prior to installation. 8. Set No. I cylinder at TDC on the compression stroke. To do this, rotate the crankshaft and align the white timing mark on the crankshaft pulley with the zero mark on the timing belt cover No. 1 (Fig. 130). This is approximately 60 degrees from the 12 o'clock position. FLATS ON CAMS MUST ALIGN WITH FLATS ON TOOL Figure 131 . Cam Position Tool 98 CYLINDER HEAD AND VALVE TRAIN - If the camshafts are properly aligned the timing marks on the cam sprockets will be positioned as shown (Fig. 132). TIMINGMARKS Figure 132. Timing Marks Properly Aligned 10. Install timing belt and camshaft pulleys (Fig. 133). , - - - - - - - . - NO SLACK - Set Cam Position Tool T89P-6256-C on the right side camshafts. - While giving belt tension at other side of ten­ sioner, align timing mark on pulley and belt cover 4, then install left camshaft pulley with belt on cam shaft 3, then install right cam shaft pulley. - Insert dowel pin. - Tighten up camshaft pulley and washer with 3 flange bolts per each cylinder while holding at the octagonal portion of the camshaft with an adjustable wrench. Tighten bolts to 21-25 N·m (15-18 lb-ft) . Figure 133. Timing Belt Tensioning 99 CYLINDER HEAD AND VALVE TRAIN 11. Apply tension to the timing belt. TIMING MARKS - Loosen the tensioner nut and allow the ten­ sioner to move against the timing belt . - Slowly rotate the crankshaft approx imately two revolutions clockwise (never more than two) and align the the yellow mark of the crankshaft pulley (not the white one), with the zero mark on the No. 1 timing belt cover (Fig . 134). Do not turn the crankshaft more than two revolu­ tions. IIlhn~~J.---t~-H-- YELLOW MARK {/jj NOTE: If the yellow mark passes the zero mark, rotate the crankshaft less than two rev­ olutions again. Never rotate the crankshaft counterclockwise. AT "0" Figure 135. Timing Marks Properly Aligned Cam Shutter and Cam Sensor Installation The DIS ignition system relies on signals from the camshaft shutter and position sensor to accurately time the spark to the combustion chamber. During installa­ tion of the camshaft shutter and position sensor assem­ blies (Fig. 136) there are some important procedures to remember. Figure 134. Aligning the Yellow Timing Mark with Zero On the camshaft shutter, set the protrusion of the shut­ ter in the cavity on the right side exhaust camshaft. Tighten the camshaft shutter bolts (2) to 1.5-2.5 N·m (13-22 lb-in) - Tighten the timing belt tensioner attaching nut to 34-50 N·m (25-37 lb-ft). Install the camshaft position sensor assembly to the right side cylinder head. Tighten the two bolts retain­ ing the position sensor to 7 .1-11 Nvm (5.2-7.8Ib-ft). - Rotate the crankshaft clockwise and align the white mark of the crankshaft pulley with the zero mark on the No. 1 timing belt cover, and confirm that each timing mark of the camshaft pulley aligns with that of the No.4 timing belt cover (Fig. 135). If the marks do not align, remove the timing belt and reinstall it, being careful to follow procedures exactly. 12. Install the timing belt cover No.3 and its gasket onto timing belt covers Nos. 4 and 5. Tighten the nine bolts retaining timing belt cover No.3 to 7 .1­ 11 N·m (5.2-7.8 lb-ft). Figure 136. Camshaft Shutter and Camshaft Position Sensor 100 CYLINDER HEAD AND VALVE TRAIN VALVE CLEARANCE ADJUSTMENT 2. Position the notch of the valve lifter towa rd the spark plug (Fig. 138). The followi ng descr iption provides only the valve ad­ justme nt procedure . Refer to the Shop Manual for the complete procedure, including infor mation on what components have to be removed , order of removal , etc . Valve adjustment on the SHO engine is accomplished with shim s, or adjusting pads as they are typically re­ ferred to. NOTE: Inspect and 'adjust the valve clearance when the engine is cold. Prior to measuri ng clearance it is important to position the cam lobe upward , away from the pad so that the base circle of the camshaft is facing the pad area (Fig. 137). Valve clearance, when cold , should be as fol­ lows: -~ . . Intake : 0 .lS -0.25mm (0 .006 -0.010 in.) Exhaust: 0.25­ 0. 35mm (0.010-0 .014 in.) . ' " SPARK HOLE PL~G Record any measurement which is out of specification. Figure 138. Positioning the Notch CAM LOBE 3. Insert Tappet Compresso r T89P-6500-A from the spark plug side and press down the lifter (Fig. 139). NOTE POSITION OF CAM LOBES / ... L_ _-PAD TAPPET COMPRESSOR T89p·6500-A ~------ LIFTER Figure 137. Measuring Valve Clearance Valve Adjustment Procedure 1. Tu rn the crankshaft to position the cam lobe up­ ward , away from the adj usting pad . Figure 139. Tappet Compressor 101 CYLINDER HEAD AND VALVE TRAIN 4. Place Tappet Holder T89P-6500-B between the camshaft and edge of the valve lifter, then remove the Tappet Compressor (Fig . 140) . TAPPET HOLDE~OO_A ~ T89P'6~.> Figure 142. Removing Adjusting Pad I Figure 140. Tappet Compressor and Tappet Holder In Use !'l0TE: Adjusting Pad siz~s are metric. 6. Determine the replacement pad size by using the fol1owing formula : INTAKE: N = T + A - 0 .20mm (0.008 in.) EXHAUST: N = T+A - 0.30mm (0 .0 12 in.) NOTE: The Tappet Holder must be positioned ···· so that it is pushing only against the edge of -. the lifter .(Fig. 141). If the tool contacts the adjusting pad it cannot be removed. LIFTER EDGE T: Thickness of Pad Used A: Valve Clearance Mea­ sured N: Thickness of New Pad NOTE: There are 52 sizes of adjusting pads available from 2.00 to 3.25mm (0.0787 to 0.1280 in.) in 0.025mm (0.001 in.) increments. If numbers have been worn off, use a microm­ . eter to measure pad thickness. . TAPPET H OLDER T89p·6500·A · 7. Instal1 a new adjusting pad on the valve lifter. NOTE: Pad thickness is stamped on the pad (Fig. 143). Install new pads with numbers down, against the lifter. This will prevent the numbers from being worn off the pad. Figure 141. Tappet Holder Properly Positioned 5. Using O-ring pick T71 P-19703-C , or equivalent, pry the adjusting pad out of the valve lifter (Fig. 142). 2.0 0mm 3.250mm Figure 143. Adjusting Pad Thic kness Numbering 102 CYLINDER HEAD AND VALVE TRAIN Cylinder Head Cover Installation 8. Insert Tappet Compressor T89P-6500-A from the spark plug side, press down the lifter and remove Tappet Holder T89P-6500-B. The cylinder head covers (Fig . 144) must be installed according to recommended procedures to prevent oil leakage or damage to spark plug wires. 9. Remove the Tappet Compressor. 10. Check valve clearance. 11. Repeat Steps 1 through 10 for each valve to be adjusted. CRANKCASE VENTILATION HOSE 2 (6754) CYLINDER HEAD COVER­ LEFT (6A548) Figure 144. Cylinder Head Covers 103 CYLINDER HEAD AND VALVE TRAIN 1. Remove any oil or foreign materials from the cyl­ inder head cover gasket groove and the cylinder head cove r. 3. Install the cylinder head cove r gasket and three plug hole gaskets to each cylinder head cover. 2 . Apply Sili cone Sealer E3AZ-1 9562-A at fou r points on both the right and left side cylinder heads (Fig. 145). 4 . Install and tighten each cylinder head cover with the eight retaining bolts and two seal bolts. Tighten retaining bolts to 10-16 Nvrn (7- 12 lb-ft). Tighten seal bolts to 8-12 Nvrn (6-9 Ib-ft) NOTE: If the fuel pipe subassembly is already _ _-installed, be careful not to damage the fuel ­ pipe subassembly while installing the cylinder _ head cover. SILICONE SEALER 5. Install the crankcase ventilation hose 2 onto the left cyli nder head cover with its white pai nt mark toward the pipe (Fig. 146). Make sure that the clip holding the hose is moved to a position where it will not interfere with, or cause damage to the spark plug wire. RIGHT BANK SILICONE SEALER LEFT BANK Figure 145. Silicone Sealer Application Points Figure 146. Crankcase Ventilation Hose Installation 104 - - -- - - -- - - - - - - -- ENGINE ACCESSORY DRIVES and provide increased belt wrap for the crankshaft drive pulley and alternator. The second belt is a four­ rib type that dri ves the water pump and power steer­ ing. Note that power steering is standard on all Tauru s SHO vehicles . The 3.0L SHO engine accessory drive features two poly-vee rib belts, each tensioned by a "Jack Screw" bolt (Fig. 147). The first belt is a six-rib type that drives the alternator and air conditioner compressor. The idler pulley provides the means to tension the belt POWER STEERING PUMP (3A674) I I L _ ALTERNATOR BRACKET (10A313) AIC COMPRESSOR (19703) IDLER PULLEYS RIB BELTS (8620) Figure 147. Engine Accessory Drive 105 ENGINE ACCESSORY DRIVES Fully asse mbled, the accessory dri ve should match this depiction (Fig. 148) . WATER PUMP 4-RIB BELT IDLERITENSIONER NO.2 POWER STEERING PUMP PULLEY IDLER/TENSIONER NO.1 CRANK DAMPER 6-RIBBELT Figure 148. Engine Accessory Drive Assembled Belt tension is very impo rtant to the proper operation of the dr iven compo nents and also to the life of the driv e belt. The following spec ifications for the drive belts should be maint ained at all time s (Fig . 149). Note that the values indicated for belt tension are deter ­ mined using Rotund a Belt Tension Gauge 021-00061. Tension can be measured at any span between the pul­ leys and/or the idler. Another point to be aware of is that the idler pulley bolt should not be adj usted when the idler pulley nut is tightened. BELT TENSION SPECIFICATIONS Engine Belt Type New Installation N Lbs Used Belt Reset N Lbs Allowable Minimum N Air Conditioning 980­ 220­ 660­ 148­ 6-Rib 535 1180 265 850 192 Alternator 3.0L SHO Power Steering Engine 4-Rib Water Pump 690­ 880 154­ 500­ 112­ 357 198 700 )51., .~ Figure 149. Belt Tension Specifications 106 Lbs 120 80 ~- ENGINE ACCESSORY DRIVES ACCESSORY INSTALLATIONS ENGINE LIFTING EYE Power Steering Pump Installation POWER STEERING PUMP (3A674) AIC COMPRESSOR BRACKET POWER STEERING PUMP PULLEY (3A733) Figure 151. AIC Compressor Bracket POWER STEERING PUMP BRACKET (3C511) 2. Install engine lifting eye 2 to the A /C compressor bracket and left cylinder head . Tighten the two bolts to 16-23 N·m (l1 -17lb-ft). Figure 150. Power Steering Pump NOTE: Lifting eye 2 must be installed before . the alternator. 1. Install the power steering pump bra cket to the cyl­ inder block and tighten the five retaining bolts to 36-55 N·m (27-4 1 Ib-ft) (Fig. 150). 3 . Install the Ale compressor to bracket and tempo­ rarily tighten with the two bolts (A) (Fig . 152). 2. Install the power steering pump and tighten the four retaining bolts to 21-32 Nvm (15-24Ib-ft). AIC COMPRESSOR BRACKET ~~ 3. Install the power steering pump pulle y and tighten the attaching spring washer and nut to 54-68 N ·m. (40-50 Ib-ft) using strap wrench D85L-6000-A . v­ ~ / / AIC Compressor and Alternator Installation ALTERNATOR / -, ALTERNATOR BRACKET 1. Install the A /C compressor bracket to the cylinder block and tighten the four retaining bolts to 36-55 N·m (27-4 1 Ib-ft) (fig. 151) . COMPRESSOR Figure 152. Alternator Installation 107 ENGINE ACCESSORY DRIVES 4 . Install the alternator on the bracket and tighten bolt (B) by hand . 1. Install idler pulley shaft 1 to the idler pulley bracket 1 and screw belt adjusting screw 1 into the pulley shaft (Fig. 154). 5. Install the altern ator bracket to the alternator and A/C compressor and screw in bolts (C), (D) and (E) by hand . 2. Install the idler pulley bracket to the power steer­ ing pump bracket and cylinder block with three retaining bolts. Tighten the bolts to 16-23 N·m (12­ 17 lb-ft) . 6. Tighten bolts (B), (C), (D) and (E) so they are snug. 3. Install the idler pulley spacer, idler pulley subas­ sembly 1 and the idler pulley plate to shaft 1 and tighten the lock nut. 7. Tighten bolts (A) , (B), (C), (D) and (E) to their specified torques (Fig . 153). 4 . Set idler pulley 1 downward as far as it will go using belt adjusting screw 1. TORQUE: BOLT@ ,@ :36 - 55 N'm (27 - 41 Lb-ft) BOLT@ :48 -72 N'm Idler Pulley SUbassembly 2 Installation (35 - 53 Lb-ft) BOLT @,@ :34 - 50 N'm (25 - 37 Lb-ft) ADJUSTING SCREW CIRCLlP~ Figure 153. Bolt Torques for AIC Compressor and Alternator Mounting IDLER PULLEY NO.2 , ~ %1> / ~,~ Idler Pulley SUbassembly 1 Installation ADJUSTING SCREW NO.1 ~ o~~~I~ SPACER SHAFT NO.1 IDLER PULLEY BRACKET NO, 2 Figure 155. Idler Pulley Subassembly 2 Installation 1. Install idler pulley shaft 2 with adjusting screw 2 to idler pulley bracket 2 and install the circlip to adju sting screw 2 (Fig . 155). IDLER PULLEY BRACKET NO.1 Figure 154. Idler Pulley Subassembly 1 Installation 108 ENGINE ACCESSORY DRIVES 2. Install idler pulley bracket 2 to the water pump, alc compressor and cylinder block . Tighten the 3 bolts as specified (Fig . 156). BELT TORQUE: TO AIC BRACKET :36 - 55 N'm (27 - 41 Lb-ft). TO WATER PUMP :15 - 23 N'm (11 - 17 Lb-ft). TO CYLINDER BLOCK :15 - 23 N'm (11 - 17 Lb-ft). CORRECT BELT Figure 156. Bolt Torques For Idler Pulley Subassembly 2 INCORRECT Figure 157. V-Ribbed Belt Installation 3. Install the idler pulley spacer, idler pulley subas­ sembly 2 and idler pulley plate to shaft 2 and tighten the lock nut. 3. Adjust the idler pulley bolt and set belt tension at the specified values. NOTE: 4. Set idler pulley 2 upward as far as it will go using belt adjusting screw 2. • Do not adjust the beltadjusting screw when the nut is tightened. V-Ribbed Belt Installation • Turning the wrench to the right tightens the belt. Turning left loosens the belt. 1. Install V-ribbed belt on pulleys and idler. 2. Check that the ribs and grooves of the V-ribbed belt and pulleys match in place (Fig. 157) 4. Tighten the idler pulley nuts to specification, 34­ 50 N·m (25-37 lb-ft). 5. Rotate crankshaft one revolution and check belt tension. 109 ,,- - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ­ EXHAUST SYSTEM The SHO engine utilizes high performance tubular type exhaust manifolds to allow for maximum exhaust flow (Fig. 158). The exhaust manifolds feed into dual catalytic converters. Note that the Exhaust Gas Recir­ culation (EGR) System is used only on vehicles sold in California. RIGHT HEAT INSULATOR (9A462) RIGHT EXHAUST MANIFOLD (9430) LEFT HEAT INSULATOR (9A462) RIGHT EXHAUST MANIFOLD HEAT INSULATOR (9A462) LEFT EXHAUST MANIFOLD HEAT INSULATOR (9A462) Figure 158. Engine Exhaust System Components 110 EXHAUST SYSTEM COMPONENT INSTALLATIONS 2. Place the exhaust manifold gasket and exhaust manifold on the left cylinder head. Tighten the six retaining nuts to 35-51 Nvm (26-38Ib-ft). Right Side Exhaust Manifold Installation 1. Install the exhaust manifold heat insulator to the right exhaust manifold and tighten the two retain­ ing bolts to 16-23 N·m (l2-17Ib-ft). 3. Install the exhaust manifold heat insulator to the left exhaust manifold and tighten the three retain­ ing screws to 16-23 N·m (l2-17Ib-ft). 2. Place the exhaust manifold gasket and exhaust manifold on the right cylinder head. Tighten the six retaining nuts to 35-51 N·m (26-38Ib-ft). EGR System Installation (California Only) 3. Install the exhaust manifold heat insulator to the right exhaust manifold and tighten the three retain­ ing screws to 16-23 N·m (l2-17Ib-ft). 1. Install the gasket and EGR tube assembly to the left exhaust manifold and tighten the two retaining bolts to 16-23 N·m (l2-17Ib-ft) (Fig. 159). Left Side Exhaust Manifold Installation 1. Install the exhaust manifold heat insulator to the left exhaust manifold and tighten the two retaining bolts to 16-23 N·m (l2-17Ib-ft). EGR VALVE (90475 ANO 9J249) EGR PRESSURE SENSOR (9J460) EGR VALVE GASKET (90476) EGR TUBE (90477) EGR TUBE GASKET (9F470) Figure 159. EGR System Components 111 EXHAUST SYSTEM 3. Install the gasket and EGR valve to the right surge tank and tighten the attaching bolts to 16-23 N·m (12-17lb-ft). 2. Install the EGR pressure sensor (Fig. 160) . EGR VALVE 4. Connect the EGR tube with the EGR valve and tighten the nut to 25-34 Nvm (18-25 lb-ft) (Fig. 161). EGR VALVE Figure 160. EGR Pressure Sensor Installation - Position the EGR pressure sensor and cover on the bracket , then tighten the attaching screws to 3.0-4 .5 Nvrn (26-39Ib-in). - Install rubber hose to the EGR sensor nozzle with the retaining clip. Figure 161. EGR Tube Installation - First install the hose end to the EGR tube subas­ sembly with the clip. Install the bracket to the rear end of the right cylinder head and tighten the attaching bolt to 6.5 - 9.5 N·m (56-82Ib-in). 5. Connect the vacuum hose from the EVR (Elec­ tronic Vacuum Regulator) to the EGR valve. 112 ~-- ------------------------------------------ ENGINE ELECTRICAL, WIRING AND UPPER ENGINE COMPONENTS Thi s section contains the installati on of engine electri­ cal compo nents and engine wiring . Install the ignition module to the surge tank connector with four bolts and tighten them to 2-3 N·m (17-26 lb­ in). INSTALLATION TECHNIQUES Installation of Ignition Module Ignition Coil Installation When installing the DIS ignition module on the surge tank connector there should be an application of a heat transfer compound between the module and connector as shown (Fig . 162). Apply Ford Thermo-Grease ESFM 99E1 23-A or equivalent at nine spots (total amount applied should be about 0 .5-0.75 grams) . . . .: . 1. Install the ignition coil stay to the left cylinde r head and tighten the three retainin g bolts to 28-42 N vm (21-3 1 lb-ft) . 2 . Place the ignition coil and capacitor on the ignition coil stay and tighten the four retaining bolts to 4 .5­ 7.0 N·m (3.3-5. 1 Ib-ft). . NOTE: The absolute amount of heat transfer compound applied at each spot is not impor­ tant, however, each spot should be coated equally. 0 0 0 .-. -. o ~ ~ .o 0 0\ / ,• • 0 0 0 0 0 HEAT TRANSFER COMPOUND Figure 162. Application Points of Heat Transfer Compound 113 ENGINE ELECTRICAL, WIRING AND UPPER ENGINE COMPONENTS Spark Plug Wire Installation styles of spark plug wire engine (Fig. 163). These points on the right and left the spark plug wires (Fig . Spark plug wire routing is important to assure that plug wires do not come into contact with moving com­ ponents or become chafed. There are six different SHAPE PART NAME CD lJ CD ~ CD ~ 0 [lJ1illUJ ® P . : .- . , ' ® 'I CYLINDER HEAD COVER CLAMP , WIRE 2 '2 CYLINDER HEAD COVER LEFT CLAMP, WIRE 3 '3 CYLINDER HEAD COVER RIGHT SURGE TANK RIGHT .. ' '4 CLAMP, WIRE 4 .. " , CLAMP. WIRE 5 '5 CYLINDER HEAD COVER RIGHT CLAMP, WIRE 6 '6 CYLINDER HEAD COVER RIGHT ' ~•. .....­ LOCATION OF INSTALLATION CLAMP . WIRE 1 .. clamps used on the SHO are positioned at different side cylinder heads to route 164). J Figure 163, Spark Plug Wire Clamps RIGHT LEFT Figure 164. Clamp Positions 114 ~ ENGINE ELECTRICAL, WIRING AND UPPER ENGINE COMPONENTS #6 #5 #4 #1 #2 #5 #6 #3 VIEW A Figure 165. Spark Plug Wire Routing Install the spark plug wires using the following proce­ dure: 1. Install wire clamps 1 through 6 on the cylinder head covers and right side surge tank. 2. Place the spark plug wires in the clamps . 3. Push down the spark plug wire caps at the ignition coil until a click is heard indicating that it is seated. 4. Push down the spark plug wire cap at each spark plug until no clearance exists between the cylinder head cover and the spark plug wire cap. Figure 166. Water Bypass Hoses NOTE:"Water bypass hoses 6, 7 and 8 have white markings on the end of the hoses. This white marking has to be faced to the rear of the engine. " "" 5 . Adjust the spark plug wire routing (Fig . 165). Intake System Assembly Installation 2. Install the air intake system assembly The intake system should be installed, fully assembled onto the top of the engine using the following proce­ dures. NOTE: The intake manifold gasket is 'reus-c., able. 1. Connect the water bypass hoses to the throttle body (Fig . 166). - Place the intake manifold gasket on each cylin­ der head . - Connect water bypass hose 6 to the throttle body from water outlet No.1. - Install the intake system assembly on both cylin­ der heads, aligning with the three dowel pins per each cylinder head. - Connect water bypass hose 7 to the throttle air bypass valve spacer. Bypass hose 7 originates from the water outlet housing. - Tighten the 12 flange bolts to 15-23 N· m (11-17 lb-ft), - Connect water bypass hose 8 to the throttle body and throttle air bypass val ve spacer. - Tighten the right side surge tank and intake air connector bolt to 15-23 Nvrn (11-17 lb-ft). - Connect the water bypass hoses. 115 ENGINE ELECTRICAL, WIRING AND UPPER ENGINE COMPONENTS - Install surge tank stay 2 at the right front side and tighten with the stud bolt at the upper side and bolt with the wave and plane washers on the lower side. Tighten the fasteners to 15-23 N·m (11-17Ib-ft). 3. Install surge tank stays 1 and 2 (Fig. 167). Note the differences between the stays. NOTE: The slit portion of the surge tank stay has to be downward (toward the cylinder head). The stud bolt location is on the engine right front side and surge tank upper side. Four bolts with wave and plane washers are used to attach the stays to the cylinder head lower side. ' - Install the three pieces of surge tank stay 1 and tighten with the flange bolt at the upper side, and bolt with the wave and plane washers at the lower side. Tighten the fasteners to 15-23 Nvm (11-17Ib-ft). STAY 1 ,~ , O, • •' , ~, ' .~ f. './ ' j" - , ' ",i- -- ,.. ,-· STAY 1 (9454) . -n ' ', .:i'" , ' ,­ , ' 1­ Figure 167. Surge Tank Stay Installation 116 STAY 2 ENGINE CONTROLS INTRODUCTION The Engine Control of the 3.0L SHO engine is the EEC-IV system therefore this section will not go into great detail on EEC-IV diagnostics . The section will cover emission systems used on the 3.0L SHO engine, adjustments, and information concerning the Distribu­ torless Ignition System (DIS) which is used on the SHO engine . Figure 168. SHO Engine 117 NON-ELECTRONICALLY CONTROLLED SYSTEMS POSITIVE CRANKCASE VENTILATION The air and crankcase gas mixture flows from the crankcase through the oil separator and ventilation hose 1 to the throttle body and intake manifold. The crankcas e emission control system is a closed ven­ tilation system that is designed to prevent crankcase fume s or combustion gases (blow-by) from escaping to the atmosphere (Fig . 169) . There are three outlet ports for the air and crankcase mixture, and one for fresh air in the throttle body . Under the following various throttle positions, the air and crankcase gas mixture flows differently through the outlet ports in the throttle body. The crankcase control system contro ls these fumes or vapors by directing them back into the intake manifold where they are consumed in the normal combustion process. 1. Fresh air flows normally through the medium size port" A" to the cylinder head. The crankcase ventilating air source is the throttle body . The fresh air passes through the air cleaner and then through the ventilation hose 2 connecting the throttle body to the left side cylinder head cover. Then, ventilating air moves down through the oil return pas­ sage into the lower crankcase. 2. At closed throttle, the air and crankcase gas mix­ ture flow s through the small size port "B " into the intake manifold. At the same time, fresh air flows through the large size port" D" and small size port " C" to the port " B " and goes into the intake mani­ fold with the air and crankcase ga s mixture. r ­ - - -­ - - - ~ --­ - -­ - - - l I I . ou, SEPARATOR I 1 / - - -+ - - l I I I I ~ I I I I I 1 1 1 I I I I t: - I CONNECTING ROD I I 1 1 1 1 1 1 I -I Ull ml Ull (31 !:51 >1 eel ~I 9ee l < I WI a:1 ~I I I I VENTILATION HOSE 2 I i <, r-- - - -- - -·----- ---' ~ I 1 -I .: 1 1 1 I 1 1 ! : ' , , ; / VENTILATION HOSE 1 FROM AIR CLEANER I I I _ __ _____ ~ I J SURGE TANK RH Figure 169. Positive Crankcase Ventilation System 118 NON-ELECTRONICALLY CONTROLLED SYSTEMS 3. At partial open throttle position, the air and crank­ case gas mixture flows through ports "B" and "C" into the intake manifold . At the same time, fresh air flows through port "0" to ports "B" and "C" and goes into the intake manifold with the air and crankcase gas mixture. under the particular condition when the amount of crankcase gas is excessive, the crankcase gas flows also through port "A" into the intake manifold from the left hand cylinder head. The crankcase ventilation process goes on continu­ ously while the engine is running. The operation at different phases can be seen in the following illustra­ tion (Fig. 170) . 4 . At wide-open throttle position, the air and crank­ case gas mixture flows through port s " B", "C" and "0" into the intake manifold . Meanwhile, CLOSED THROTTLE THROTTLE BODY (FRESH AIR) c::> TO LEFT CYLINDER HEAD r---------------­ I FROMAIR CLEANER ~ (BLOW·BY GASES & AIR) . . . FROM CYLINDER -------------_ .. RIGHT SURGE TANK <= BLOCK PARTIAL THROTTLE THROTTLE BODY (FRESH AIR) ~ TO LEFT CYLINDER HEAD ,------­ - - - - -_. J FROM AIR CLEANER (BLOW·BY GASES & AIR) . . . FROM CYLINDER ----------------­ RIGHT SURGE TANK <;::::J BLOCK WIDE OPEN THROTTLE THROTTLE BODY (FRESH AIR) ~ TO LEFT CYLINDER HEAD r(SLOW.BY-GAS}-+ r-"'--',..-"","".,I...:.-.­ : ........ FROM AIR CLEANER FROM LEFT CYLINDER HEAD t::::O> (BLOW·BY GASES & AIR) . . . FROM CYLINDER ---------------­ <;:::J BLOCK RIGHT SURGE TANK Figure 170. Crankcase Emission System Operating Phases 119 NON-ELECTRONICALLY CONTROLLED SYSTEMS EXHAUST SYSTEM CATALYST __.. . . -, "i-=r~_-- The SHO Tauru s is equipped with two single brick three way cataly st (TWC) converters, one for each bank of cylinders (Fig. 171). CATALYTIC CONVERTER (REAR BANK) ... FRONT OF VEHICLE CATALYTIC CONVERTER (FRONT BANK) Figure 171. Exhaust System Catalyst ELECTRONICALLY CONTROLLED SYSTEMS The EGR , fuel and ignition systems are the primary systems that are electronically controlled on the SHO Tauru s. Major components that are in the engine com­ partment are shown in the following illustration (Fig . 172). NOTE: Components in this illustration are'not all visible. The arrows indicate their general location. COOLANT .. .. ':­ , ENGINE " TEMPERATURE " ,. , SENSOR (ECTt ., AIR ,CLEANER " TUBE ' - . . .,- . ~ Dis -- ' ,'~'i..:~-.fM~~N1/r(;~ ~ " MODULE - " , ',' , CRANKSHAFT :~ ' SE N SOR ' . V_.H~ ~ ., .-\-\~_ ~~~r~LE~~smOt-J , ~~~ _ _' MASS AIRFibw , _. SENSOR .. ~ :. ' Jt'~~~~~~~EriH~~l \)~~~?!J~ , ... VEHICLE SPEED , " SENSOR (ONl'RANS~XLE) ' . . -'~ INJECTOR , " ASSEMBLY , , ,. (EACH PORT) ,. Figure 172. Major Engine Sensors and Output Devices 120 . "~ '. . ELECTRONICALLY CONTROLLED SYSTEMS fuel mixture and spark advance for the best engine performance and emissions. The inputs and output s of the EEC-IV processor can be seen in the following illustration (Fig. 173). The prim ary control of the systems is through the EEC-IV processor (ECA). This computer-controlled device monitors the input of several different sensors and then controls outputs to maintain the correct air/ AIR CO NDITION ER CLUTCH & HEATED W INDSHiELD CO NTROLLER TH ROTTLE POSITION SENSO R (TPS) NC VANE AIRFLOW METER (VAF) CYCLING PRE SSURE SW ITCH ~- CRA NKS HAFT '"@@ n 12 _ ~ SE N S OR ()t K NOCK~ SENSOR S E NSO R~ #1 HEATED EXHAUST GAS OXYGEN (HEGO) r-----SELF.TEST INPUT (STI) CO ~ NNE.CTOR ~ ~ED#JXH AUST tfY HE~~~ OXYGEN "?\C SENSO R (HEGO) .. Ai ON.O FF BRA KE SWITCH ~--- ~ . rIJy ~FEEDBACK PRESSURE EGR SENSOR (PFE) ~ICLE SPEED IGNITION SW ITCH ~ .. (STA POSITION) ~ ~ ~ BATTERY ·KAPWR SENSOR ENGINE COOLANT TE MP SENSO R (ECT) ~ . , ~ BAROMETRI C PRE SSURE SENSOR , AIR CHARGE TEMPERATURE SENSOR ~ ~ MASS AIRFLOW SENSO R (MAF) POW ER STEERING PR ESSUR E SWITCH IGNITION DIAGNOSTIC MONITOR (10M) FUEL INJECTOR IDlE SPEED CONTROL (I S~_ _....., INPUTS DIS MODULE SPARK OUTPUT CAN ISTER PURGE SOLENOID ~ . ?------4l~ ELECTRONIC VACUU M REGULATOR (EVR) ~ INLET AIR CO NTRO L (lAC) OUTPUTS Figure 173. EEC-IV Processor (ECA) Inputs and Outputs 121 __(sp_ou_n(Q) ELECTRONICALLY CONTROLLED SYSTEMS EGRSYSTEM The EGR system (Fig. 174) used on the SHO engine is currently used only on vehicles produced for the Cali­ fornia market. The EGR system is the PFE (Pressure Feedback Electronic) type. It is controlled by the ECA. EGR PRESSURE SENSOR 9 (9J460)~ ~ ~l e Figure 176. Pressure Sensor o ~ EGR VALVE (9J475) (9J249) EGRTUBE (90477) Figure 174. EGR System ELECTRONIC .. VACUUM . flEGULATOR . In addition to the ECA, the system has three main components: • EGR Valve (Fig. 175) • Pressure Sensor (Fig. 176) • Electronic Vacuum Regulator (Fig. 177) Figure 177. Electronic Vacuum Regulator The EGR valve is a vacuum operated pintle type com­ mon to most EGR systems. The pressure feedback sen­ sor is a ceramic capacitive type that converts exhaust system pressure or vacuum into an analog electrical input signal (.2 - 4.75 volts D.C.) to the ECA. A high signal output indicates minimum or no EGR flow. En­ gine running at idle (all system working) a PFE output of 3.25 volts + .25 volts D.C. will be indicated. The electronic vacuum regulator is an electrically operated valve used to control the amount of vacuum applied to the EGR valve diaphragm. Figure 175. EGR Valve 122 ~ ELECTRONICALLY CONTROLLED SYSTEMS The system functions in the following manner (Fig. 178): Control of the amount of exhaust gas recirculation by the processor is accomplished with the EGR vacuum regulator (EVR) . This device applies or bleeds offvac­ uum according to instructions received from the proc­ essor. The ECA monitors pintle position of the EGR valve and varies the amount exhaust gas recirculation accord­ ing to engine operating conditions. PRESSURE SIGNAL ,..­ INPUT .... EEC-IV MODULE DUTY CYCLE OUTPUT EVR VACUUM OUTPUT FEEDBACK ELECTRONIC (EGR) SOURCE VACUUM CONTROLLED PRESSURE INPUT INTAKE VACUUM CONTROLLED PRESSURE METERING ORIFICE EXHAUST PRESSURE Figure 178. EGR System Operation 123 EXHAUST """""'­ FLOW ~ ELECTRONICALLY CONTROLLED SYSTEMS FUEL SYSTEM return line. The period of time that the injectors are energized (injector' 'on time" - ie., the pulse width) is controlled by the vehicle's EEC-IV processor. Air en­ tering the engine is measured by a mass airflow meter located right after the air cleaner. This airflow infor­ mation and input from various other engine sensors are used to compute the required fuel flow rate necessary to maintain a prescribed air/fuel ratio for the given engine operation. The computer determines the needed injec­ tor pulse width and outputs a command to the injector to meter the appropriate quantity of fuel. The fuel system is the Sequential Electronic Fuel Injec­ tion (SEFI) system . It is classified as a multi-point, pulse time , mass airflow fuel injection system. Fuel is metered into the intake air stream in accordance with engine demand via individual fuel injectors mounted on the cylinder head intake ports. An on-board vehicle EEC-IV processor accepts inputs from various engine sensors to compute the required fuel flow rate necessary to maintain a prescribed air/ fuel ratio throughout the entire engine operating range . The computer then outputs a command to the fuel injec­ tors to meter the appropriate quantity of fuel. Component Descriptions The major components of the Fuel Charging Manifold are discussed in this section . System Description Fuel Injectors The SEFI system can be subdivided into four distinct categories: • Fuel delivery • Air induction • Input Sensors • Electronic Control Unit The fuel delivery subsystem consists of a high-pressure electric fuel pump to deliver fuel from the fuel tank , a 20 micron fuel filter to remove particulate contami­ nants from the fuel, a fuel charging manifold assembly and various solid and flexible fuel lines . COIL The fuel charging manifold assembly incorporates a single electrically-actuated fuel injector centrally lo­ cated above each pair of the engine's intake valves. The injectors, when energized, spray a predetermined quantity of fuel into the air stream. Each injector is energized sequentially every two crankshaft revolu­ tions . ARMATURE : Fuel pressure pulsations are reduced by a fuel pressure damper prior to entry into the fuel rail. A constant pressure drop is maintained across the injector nozzles by the fuel pressure regulator. The regulator is con­ nected in series with the fuel injectors and positioned downstream from them . Excess fuel supplied by the pump , but not required by the engine, passes through the regulator and returns to the fuel tank via a fuel .. .. ·STAINLESS. ...STEEL, BODY . .. -.­ -' .STAINLESS .STEEL NEEDLE - Figure 179. Fuel Injector 124 . ELECTRONICALLY CONTROLLED SYSTEMS The Fuel Injector Nozzles (Fig. 179) are electro-mec­ hanical devices which both meter and atomize fuel delivered to the engine. The injectors are mounted on the cylinder head intake ports and are positioned so that their tips are directing fuel just before the engine intake valves. The injector body consists of a solenoid actuated pintle and needle valve assembly. An electri­ cal control signal from the EEC-IV processor activates the solenoid causing the pintle to move inward off the seat and fuel to flow. Because the injector flow orifice is fixed and the fuel pressure drop across the injector tip is constant, fuel flow to the engine is regulated by how long the solenoid is energized. Atomization is obtained by contouring the pintle at the point where the fuel ejects. Fuel Pressure Damper The Fuel Pressure Damper is attached to the fuel sup­ ply manifold assembly (fuel rails upstream of the fuel injectors) to reduce fuel pressure pulsation. Fuel Pressure Regulator The Fuel Pressure Regulator (Fig. 180) is attached to the fuel supply manifold assembly downstream of the fuel injectors. It regulates the pressure supply to the injectors. The regulator is a diaphragm operated relief valve in which one side of the diaphragm senses fuel pressure and the other side is subjected to intake manifold pressure. The nominal fuel pressure is established by a spring preload applied to the diaphragm. Referencing one side of the diaphragm to manifold pressure maintains a constant pressure drop across the injectors. Fuel in excess of that used by the engine passes through the regulator and returns to the fuel tank . NOTE: The fuel injectors are Nippondenso single pintle-Z hole injectors.Orientation is . controlled by the. wiring harness length and . position between the intake runners. . ", " ',. TUBE-ENGINE VACUUM REFERENCE VALVE AND SEAT ASSEMBLY SPRING - - ~~~~~ '7l~~~f----- DIAPHRAGM LOWER HOUSING - - - - - - - iL..,:.t.:;:nrm;.:-+ GASKET -----46 FUEL RETURN TO TANK GASKET FUEL SUPPLY FROM TANK Figure 180. Fuel Pressure Regulator 125 ELECTRONICALLY CONTROLLED SYSTEMS Mass Airflow Meter element. This sensor continuously monitors the temperature of the airflow through the mass airflow sensor. The resistance of the thermistor chan ges in response to changes in airflow temperature. Meanwhile , the barometric sensor has a silicon capacitive sensing element and continuously monitors the barometric pre ssure. The information is supplied to the EEC-IV pro cessor which in turn adjusts the fuel flow to obtain the optimum air/ fuel ratio . The Mass Airflow Meter (Fig . 181 ) monitors airflow to the engine. The device contains a hotwire which is attached to a bypass passage. The hotwire produces an output voltage. To obtain the optimum air /fuel ratio at various conditions, the air temperature sensor and barometric pres sure sensor are used. The air temperature sensor has a thermistor-type sensing MASS AIR FLOW SENSOR AIR CLEANER ACT SENSOR ENGINE FRONT Figure 181. Air Inlet System Major Components 126 ELECTRONICALLY CONTROLLED SYSTEMS Idle Speed Control (lSC) Valve • A throttle body-mounted throttle position sensor. The Idle Speed Control (ISC) Valve assembly is an electro-mechanical device controlled by the EEC-IV processor. It incorporates a linear actuator which posi­ tions a variable area metering valve. In response to commands from the EEC- IV processor the air bypass valve controls airflow at both warm and cold idle. • A PCV fresh air source upstream of the throttle valve. • Two PCV orifices for air and crankcase vapors up­ stream of the throttle valve. • One PCV orifice for air and crankcase vapors down­ stream of the throttle valve. Throttle Body Assembly Fuel Supply Manifold Assembly (Fuel Rail As­ sembly) The Throttle Body Assembly controls airflow to the engine via a single butterfly valve. The throttle position is controlled by linkage. The body is a single piece aluminum die casting. It has a bore with an air bypass channel around the throttle valve. Some other features of the throttle body assembly include: The Fuel Supply Manifold Assembly (Fig. 182) is the component that delivers high-pressure fuel from the vehicle fuel supply line to the fuel injectors. The assembly consists of two fuel rails with a connector, mounting flange for the fuel pressure damper and fuel pressure regulator. There is also a Schraeder valve for diagnostic tests and field service fuel system pressure bleed-down. • An adjustment screw to set the throttle valve at a minimum idle airflow position with a disconnected air bypass valve. 'V:l--..........-- FUEL RAIL CONNECTOR SCHRAEDER VALVE LEFT FUEL RAIL FUEL PRESSURE REGULATOR RIGHT FUEL RAIL t. : ".t. .. FUEL PRESSURE DAMPER I FUEL FLOW I Figure 182. Fuel Supply Manifold Assembly 127 ELECTRONICALLY CONTROLLED SYSTEMS secondary runner (short) is controlled by a vacuum operated lAC valve and opens at high engine rpm. Air Intake Manifold The 3.0L SHO uses a unique Air Intake Manifold (Fig. 183) that has the following features: • Each secondary port has a funnel upstream of the lAC valve inside the surge tanks. • Duel surge tanks. • There is a surge tank connector between the two surge tanks. , Two different length runners per cylinder. The pri­ mary runner (long) is always open to airflow . The -. - -. . ... . -, .PRIMARY :!N,TAKE PORT . . • • - _ . 0• • • . -_. . .. .­ . . . .. .. Figure 183. Air Intake Manifold .. 128 _ -- - - -- -- - -- - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - - ­ ELECTRONICALLY CONTROLLED SYSTEMS Fuel System Checks and Adjustments 2 . Check the fuel pressure. Fuel system check s and adjustments include the fuel pressure check and the base idle adjustment. - Turn the ignition switch to the ON position. NOTE: Do not start the engine. Fuel Pressure Check Use the following procedure to check fuel pressure: ·1 - Measure the fuel pressure. Gauge readings should be between 2.15-2.85 kg/ern ' (31-41 psi). 1. Prepare the vehicle for the fuel pressure test. If fuel pressure is high, replace the fuel pressure regu­ lator. If pressure is low, check the following parts. - Check battery voltage. It should be at least 12 volts. - Remove the cap from the Schraeder valve (Fig. 184). - Install the fuel pressure gauge to the Schraeder valve. • Fuel hoses and connections • Fuel pump • Fuel filter • Fuel pressure regulator - Start the engine . - Remove the vacuum line at the pressure regula­ tor. - Measure the fuel pressure at idle. The fuel pres­ sure should be 1.50-2.2 kg/ern ' (22-32 psi). SCHRAEDER VALVE - Install the vacuum line to the pressure regulator. LEFT FUEL < ; RAIL ........ - Measure the pressure at idle. The fuel pressure should be 2.00-2.36 kg/ern' (28 .5-33.5 psi). RIGHT FUEL RAIL If pressure is not as specified, check the vacuum line and the fuel pressure regulator. - Stop the engine . Check that the fuel pressure remains at or above 1.5 kg/ern ' (21 psi) for five minutes after the engine is turned off. If pressure is not as specified, check the fuel pump , fuel pressure regulator and/or injectors. FUEL PRESSURE REGULATOR Figure 184. Schraeder Valve 129 ...--- - - - - - - - - - - - - - - ­ ELECTRONICALLY CONTROLLED SYSTEMS Base Idle Adjustment 2. Remove the canister purge hose A. Idle speed is typically controlled by the EEC-IV proc­ essor. However, it is necessary to determine a mini­ mum base idle through a mechanical adjustment. This adjustment takes place at the throttle body using the following procedure (Fig. 185). 3. Remove the PCV hose B and plug the hose . 1. Remove the Idle Speed Control (ISC) valve con­ nector. 4. Connect pipe A to pipe B. Set orifice in the hose. ~31'1 5. Remove the shorting plug for the spark output (SPOUT). 6. Adjust idle rpm to 800±30 rpm. SURGE TANK TOP VIEW THROTTLE BODY ISCVALVE MAP SENSOR (B) Figure 185. Base Idle Adjustment (I {Ii I'U f I (5 ;~ l\r. es~ ~, r - - - - - -- - - - - - ELECTRONICALLY CONTROLLED SYSTEMS and is driven by the camshaft. This differs from the 3.8L SIC application which has the camshaft sensor mounted in the normal distributor location. The CID signal is also a 50 % duty cycle signal and is required to identify cylinder #1 for ignition coil and fuel syn­ chronization. The CID signal is high (Vbatt) for half of the camshaft revolution (180 degrees ) and low for the other half. DISTRIBUTORLESS IGNITION SYSTEM (DIS) The Distributorless Ignition System (DIS) is a new feature that is used on selected 1989 models. The DIS system used on the 3.0L SHO is similar to that used on the supercharged 3.0L used in the Thunderbird Super Coupe and Mercury Cougar XR7. System Descript ion The EEC-IV processor determines spark angle using the PIP signal to establish base timing . SPOUT is sent from the EEC -IV processor to the DIS module and serves two purposes; the trailing edge controls the dwell time , and the leading edge fires the coil. This feature is called Computer Controlled Dwell (CCD). The Ford DIS (Fig . 186) consi sts of a crankshaft Hall sensor (Profile Ignition Pickup [PIP]) (Fig. 187), a camshaft Hall sensor (Cylinder Identification ) (Fig. 188), a six-tower DIS coil (Fig. 189), a DIS module (Fig. 190), the spark angle portion of the EEC-IV processor and related wiring. The Ignition Diagnostic Monitor (10M) signal is an output from the DIS module that provides diagnostic information concerning the ignition system to the EEC-IV processor for self-test. This signal is also used to drive the vehicle tachometer. This ignition system eliminates the distributor by using multiple coils. Each coil fires two spark plugs at the same time. The plugs are paired so that as one fires at the beginning of the compre ssion stroke, the other fires at the end of the exhaust stroke . The next time the coil is fired , the plug that was on exhaust will be on compression and the one that was on compression will be on exhaust. The spark in the exhaust cylinder is called "wasted" spark , however very little of the coil energy is lost. Three coils are mounted together in a " coil pack." The coil pack has three coil wires, one for each coil. The Failure Mode Effects Management (FMEM) sys­ tem attempts to keep the vehicle drivable in spite of certain EEC system and/or DIS system failures. If the DIS module does not receive the SPOUT signal from the EEC-IV it will fire the coils directly from the PIP input. This results in a fixed spark angle of 10 degrees BTDC and fixed dwell (no CCD) . If the CID circuit fails and an attempt to start the engine is made, the DIS module will randomly select one of the three coils to fire. If hard starting results, turning the key off and cranking again will result in another coil selection attempt. Several attempt s may be needed until the proper coil is selected, allowing the vehicle to be started and driven until repairs can be made . The crankshaft sensor is a digital output Hall device (PIP) that responds to a rotating metallic vane cup mounted on the crankshaft timing belt pulley. The vane cup has three equally spaced vanes which produce three PIP output pulses for every crankshaft revolu­ tion. The resulting PIP output is a 50 % duty cycle sig­ nal which provides base timing information. . . ' . NOTE: ·Initial .'timing is preset at "10 .BTDC . and is not adjustable. .. . The camshaft sensor is also a digital output Hall device (CID) which is mounted at the end of the rear camshaft (No . 1 exhaust). The vane cup has one vane . .. 131 ... _ _.- - - ~ _. - - -- - - - - - - - - - - - - ­ ELECTRONICALLY CONTROLLED SYSTEMS I 3.0L SHO DISTRIBUTORLESS IGNITION SYSTEM DIS IGNITION MODULE FUNCTIONS: • SELECTS COILS • DRIVES COILS • DRIVES TACH • PROVIDES IGNITION LOS IDM - ---© __ TACHOMETER ll:l « IGN GND ...J o ()0 ...J CAM­ o JiII!'1i:~---v.!,,- SHAFT o SENSOR ...J oo EEC·IV , MODULE NOTE: FOR DETAILED SYSTEM SCHEMATIC AND CONNECTOR PIN ASSIGNMENTS REFER TO ENGINE/EMISSIONS DIAGNOSIS MANUAL, VOLUME H. CYL 3·4 IGNITION COIL Figure 186. DIS System ~ " ---------- -, HALL SENSOR (CRANKSHAFT TIMING) HARNESS CONNECTORS Figure 187. Crankshaft PIP Hall Sens or 132 EEC IV MODULE IGNITION FUNCTIONS : • CALCULATES SPARK ANGLE • DETERMINES COIL TURN ON AND FIRING TIME ELECTRONICALLY CONTROLLED SYSTEMS SCREW Figure 188. Camshaft Hall Sensor ; '. -; " . . IGNITION COIL PACK , Figure 189. Ignition Coil .. Figure 190. DIS Module 133 ELECTRONICALLY CONTROLLED SYSTEMS made of ferrous metal is used to trigger the Hall effect switch located in the sensor (Fig. 192). The camshaft cup has one tooth and is driven by the camshaft. The signal from the camshaft sensor has one positive going edge once every two crank revolutions (one cam revo­ lution). The crankshaft cup has three teeth and the crankshaft sensor generates three positive (PIP) edges every revolution of the crankshaft. Sensor Description The primary sensors used in the DIS are the camshaft and crankshaft sensors (Fig. 191). Both of these sen­ sors are digital Hall devices that provide a voltage sig­ nal to the DIS module. The cam sensor is located on the right end of the cylinder head that faces the rear of the engine compartment. A rotary vane cup (or wheel) -...: 1i~~;:::;::'--- COIL FRONT OF VEHICLE FRONT. OF VEHICLE CAMSHAFT SENSOR Figure 191. Ca mshaft and Crankshaft Sensors 134 ELECTRONICALLY CONTROLLED SYSTEMS PERMANENT MAGNET HALL EFFECT DEVICE OUTPUT VOLTAGE Figure 193. Low Voltage Signal PERMANENT MAGNET HALL EFFECT DEVICE VANE . OUTPUT VOLTAGE DISTURBED Figure 192. Rotary Vane Cup Figure 194. High Voltage Signal When the window of the vane cup is between the mag­ net and the Hall effect device and back to the magnet (Fig. 193), the output signal will be low (0 volts). However, when the vane tooth moves into the gap between the Hall effect device and the magnet, the flux lines are shunted through the vane and back to the magnet (Fig . 194) and the output will change from a low to a high (V BATT) signal . System Diagnostics The following information discus ses the procedures used to check the DIS. The system is capable of dis­ playing different codes to indicate a problem (Fig. 195). CODE 45 46 47 48 49 DESCRIPTION . COIL RACK "1\' CIRCUIT FAILURE COIL PACK " B" CIRCUIT FAILURE " SPARK LOCATION ERROR * COIL PACK "C" CIRCUIT FAILURE* - DEFAULT SPARK ERROR* -­ *THESE CODES ARE ALSO USED IN THE SPECIAL SPEED CONTROL SYSTEM SELF-TEST. Figure 195. Code Chart 135 ELECTRONICALLY CONTROLLED SYSTEMS Preliminary Checks • DIS Module Tester (NU-DI Model 600 or equiva­ lent) 1. Visually inspect the engine compartment to ensure all vacuum hoses and spark plug wires are properly and securely connected. NOTE: This tester contains U LEDs, U test . jacks and an interface cable. It monitors sig­ nals in and out of the DIS module. It is hand­ held and self-contained. 2. Examine all wiring harnesses and connectors for insulation damage, burned, overheated, loose or broken conditions. • DIS Coil/Sensor Tester (NU-DI Model 601 or equivalent) 3. Be certain the battery is fully charged. 4. Make sure that all accessories and electrical load devices are turned off during diagnosis . NOTE: This tester is similar to the Module Tester except it monitors the coils and sensors. Equipment 3.0L/3;8L To properly perform the diagnostic procedure on the DIS, the following equipment is necessary: DIS ION. OVERLAY FO R BREAKOUT BO X CUI" 011. DII 12 Dla 1 Dla. 10ND 0 C1D 1011 VIAT D C)O • • ••••• • • •••• • • DIS Diagnostic Cable (Hickok HK-100-306 or equivalent) , .. , .: • COIL COIL VIAT C . • Spark Tester, Neon Bulb Type (Champion CT -436 or equivalent) ~ .: ~ , 7 COIL CIC • Spark Tester, Gap Type (D81P-6666-A or equiva­ lent) e'o .... ~ .i . >• • u 13 ~ COIL - u ~ " 12 " .' "; - ' ~ 14 CID 2 CID C$ CIO 3 •• • • • • • • Volt/Ohm Meter (Rotunda 014-00407 or equiva­ lent) ~ ere EfC •..• .• .. 21 U .•... • • : • .14-Volt Test Lamp • Remote Starter Switch • Timing Light (Rotunda 014-00407 or equivalent) '. ' DIS" PIP 0 PIP 1 PIP UC 32 33 PIP 2 PIP 6 •• •• elD .. _Tes • EEC-IV Breakout Box (Rotunda T83L-50-EEC-IV or equivalent) ", . . SET ....ITCH MEr,E • ., . :.C : tiD 1 IGND C& •• •••••• • • • •• et NOTE: A DIS overlay is required for the breakout box to correctly identify the different pins (Fig. 196). DIS 5 6POUT IHIElD: . :', " ., ~ • DIS Lite Box (Hickock 506 or equivalent) NOTE: The DIS Lite Box connects to the EEC Breakout Box TEE and provides a visual indi­ cation of DIS signal status. Figure 196. Breakout Box Overlay For 3.0l SHO 136 ELECTRONICALLY CONTROLLED SYSTEMS DIS Cable Attachment • Spark timing adjustments cannot be made. The DIS cable and related testers should be hooked up as shown (Fig . 197). • When making voltage checks and a reference to ground is made, use either the negative battery lead or cast iron on the engine. V BATT means the posi­ tive battery cable at the battery . The following are some important points to be aware of when making tests on the DIS: • When making measurements on a wiring harness, both a visual inspection and a continuity test should be performed . (INPUT MODULE TEE) P1 (OUTPUT MODULE TEE) P2 12 P3 P4 DIS MODULE (LEFT COIL TEE) 6 7 (RIGHT COIL TEE) P11 P10 P12 P9 (NOT USED) P5 ~...... P6 I I _...... (SENSOR TEE) CAMSHAFT SENSOR/CID TEE P15 TO HALL CRANK SENSOR P13 P16 TO SENSOR SHIELD EEC BOB Figure 197. DIS Cable Attachment 137 6T COIL ELECTRONICALLY CONTROLLED SYSTEMS Wiring for the DIS is as shown (Fig . 199). Some other important points to be aware of when diag­ nosing the DIS are the DIS module pin numbers (Fig . 198). - 0 ~1 1000.- PIN # 1 2 3 7-­ MOiORCRAFT 2 3 4 5 6 0) - - 8 9 DIS 10 - .11 r------~~-~-T-~-m I _. o -. .~ I Q VBAT CID 4 5 6 PIPIN SPOUT 7 IGND COIL 1 COIL 3 8 9 10 11 12 'NOTE PIN 7 (IGN GND) IS CONNECTED INTERNALLY TO THE BOTTOM DIS MODULE MOUNTING HOLES. COIL2 IDM Figure 198. DIS Pin Numbers -..,- - - - - - - - - - - - - - - - .......", I I - \ r-----­ -., I I VBAT J: I ....S5~SQ~ __ ~ I..... VBAT·-~.-tt1W J ..... lojJ51. . . _.. . J4 10M J1_8 lll-+l.l=P4-e- 1+--#0.......IILL:.ll,'U J3 DIS MODULE PINS 7-12 Figure 199. DIS Wiring Diagram 138 2J~( H-H--I+f-e-_ COlL 3 SPOUT J36 DIS MODULE PINS 1-6 COIL J6 PIP J32 r­ . IGNITION COIL J22.- CID TO EEC '------I-+J21+-C ID TO DIS '---~ J 4 2- I G N . GND . r""",,,,,, "'-------, P3 I VBAT-+--- 10 M 4 I J41 P5 ~~ . CAMSHAFT / '70,""'1..... 2...".3....-'4""' . . ENGINE GNDl I I CONNECTOR .­ PIP56 CIO 24 I SPOUT 36 _____ I IGN. GNO 16____ \ COlL 1 P7 TO EEC IV --------... .- ELECTRONICALLY CONTROLLED SYSTEMS DIS Diagnostics Should it be necessary to diagnose the DIS , use the following charts . Begin with Steps as shown in the service index. Diagnosis of improper operating conditions should not begin with the DIS section. Instead, electronic diag­ nostics should begin with the EEC system first. The tests outlined for the DIS are dependent on results from tests conducted on the EEC system . SERVICE INDEX If timing light will not trigger start at TEST 1, Step 7. If cranking is not smooth and regular start at TEST 1, Step 6. If no start and fuel ok. start at TEST 1, Step 7. If no start and no fuel. start at TEST 1, Step 13. If continuous service code 18 (Spout fault) start at TEST 3, Step 15. If continuous service code 45, 46, or 48 (Coil 1, Coil 2 or Coil 3 failure), lack of power and engine noise . start at TEST 2, Step 1. If continuous ser vice code 49 (10 degree spark angle all the time) start at TEST 3, Step 15. 139 - -- - - --- - _ . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - ­ ELECTRONICALLY CONTROLLED SYSTEMS 3.0 SH O, 3. 8 SC I System Function TEST STEP STEP 1 RESULT No ~ GO to Step 3. Yes ~ GO to Step 4. No ~ REPLACE DIS module. Yes ~ REPLACE or SERVICE. No ~ REPLACE crank sensor. Yes ~ GO to Step 7. No ~ GO to Step 5. Yes ~ No ~ GO to Step 8. Yes ~ REPLACE DIS module. No ~ GO to Test 3, Step 1. I • Is there continuous spark at all plug wires (use neon spark tester)? STEP 6 GO to Step 2. I • Is cranking smooth and regular (does not backfire or pause)? STEP 5 ~ I • Inspect the vane cups located on the back of the crankshaft (refer to Group 26). Are the cups bent or damaged? STEP 4 Yes I • Is the spark angle 30° BTDC ( ± 3°) with SPOUT jumper connected , during self-test ? STEP 3 ACTION TO TAKE I • Is the spark angle 10° BTDC ( ± 3°) with the SPOUT jumper disconnected? STEP 2 ~ Test 1 GO to Step 6. I • Install the DIS diagnostic cable and EEC breakout box. Measure the voltage between J51 (CIDD) and J2 (IGNDD) while cranking the engine in very short bursts. Are two voltages , 0 and + VBAT observed during crank or 6.4 VDC ( ± 1 VOC) if engine runs? 140 ELECTRONICALLY CONTROLLED SYSTEMS SHO, 3 .8 SC Syst em Fu nct io n (Co nt 'd .) TEST STEP STEP 7 RESULT I • Is there continuous spark at all plug wires (use neon spark tester)? STEP 8 GO to Step 11 . ~ GO to Step 8. Yes ~ GO to Test 2, Ste p 1. No ~ Yes ~ GO to Step 10. No ~ REPLACE damaged I • Is the resistance of the plug wires less than 30K ohms? . ACTION TO TAKE No I • Using the air gap spark tester at the coil verify that there is good quality (blue) spark at all coil towers . STEP 9 Yes ~ Test 1 GO to Step 9. wires. STEP 10 I • Inspect the plugs. Are they OK? Yes ~ No ~ REPLACE damaged GO to Test 2, Step 1. plugs. STEP 11 1 • Is the resistance of the plug wires less than 30K ohms? Yes No . ~ GO to Step 12. REPLACE damaged wires. STEP 12 1 • Inspect the plugs . Are they OK? 141 Yes ~ Ignition OK. GO to Section 2. No ~ REPLACE damaged plugs. r- ELECTRONICALLY CONTROLLED SYSTEMS 3. SH O, 3.8 S C Syste m Functio n (Cont'd.) TEST STEP RESULT ~ Te st 1 ACTION TO TAKE STEP 13 1 • Install DIS Diagnostic Cable and EEC Breakout Box. Measure the voltage between J22 (CIDEEC) and the negative terminal of the battery while cranking the engine in very short bursts. Are two voltages a and VBAT observed or 6.5 ( ± 1 VDC) if engine runs? Yes CID Sensor OK. GO to Section 2. No • GO to Step 14. Yes ~ GO to Step 15. No ~ IGNDCS fault. SERVICE circuit (Figure 2). STEP 14 1 • Is the resistance between J42 (IGNDCS ) and the negative of the battery less than 5 ohms key off ? • STEP 15 1 • Is the voltage between J41 (VBATC) and J55 (IGNDC) more than 11 VDC key on ? Yes No STEP 16 1 • Remove the CID Sensor from the sensor TEE . Repeat Step 15. OK now? Yes •• . REPLACE CID Sensor. GO to Step 16. REPLACE CID Sensor. No • Yes ~ PIP Sensor OK. GO to VBATCS fault. SERVICE harness. STEP 17 1 • Install the DIS Diagnostic Cable and EEC Breakout Box. Measure the voltage between J33 (PIPEEC) and the negative terminal of the battery while cranking the engine in very short bursts. Are two voltages observed a and VBAT or 6.5 ( ±1 VDC)? STEP 142 - No • Yes ~ GO to Step 19. No ~ ia ] • Is the resistance between J55 (IGNDC) and the negative terminal of the battery less than 5 ohms? - Section 2. - - - -- - - - - - - - - ­ GO to Step 18. IGNDC fault. SERVICE IGNDC circuit. ELECTRONICALLY CONTROLLED SYSTEMS 3.0 SH O, 3. 8 SC System Function (Cont'd.) Test 1 ~ ACTION TO TAKE Yes ~ REPLACE PIP Sensor. No ~ GO to Step 20. Yes ~ Place PIP Sensor. No ~ VBAT fault. SERVICE harness. TEST STEP RESULT STEP 19 1 • Is the voltage between J56 (VBATC) and J55 (IGNDC) more than 11 VDC key on ? STEP 20 I • Remove the PIP Sensor from the Crank Sensor TEE . Repeat Step 19. OK now? .I 143 IL....------­ ELECTRONICALLY CONTROLLED SYSTEMS 10S o ule , Test 2 r es TEST STEP STEP 1 RESULT Yes No Is there continuous spark at any coil wire? I • Is the voltage between J5 (VBATD) and the negative terminal of the battery more than 11 VDC with the key on? STEP 3 STEP 7 GO to Step 6. • GO to Step 2. • GO to Step 3. • • GO to Step 31. GO to Step 4. • IGNDD open, SERVICE harness. Yes • GO to Step 5. l\Jo I Yes No I • Connect the test light between J14 (C1C) if 3.0 or J12 (C1C) if 3.8 and J5 (VBATD) . Crank the engine. Does the light blink continuously? • No I • Measure the voltage between J51 (CIDD) and J2 (IGNDD) while cranking the engine in very short bursts. Are two voltage levels, 0 and VBAT observed during crank or 6.5 VDC ( ± WDC) if engine runs? STEP 6 No Yes • Measure the voltage between J32 (PIPD) and J2 (IGNDD) while cranking the engine in very short bursts. Are two voltages 0 and VBAT observed during crank or 6.5 VDC ( ± 1 VDC) if engine runs? STEP 5 Yes I • Is the resistance between J2 (IGNDD) and the negative terminal of the battery less than 5 ohms key off? STEP 4 ACTION TO TAKE I • Install the DIS diagnostic cable and EEC Breakout Box. STEP 2 ~ Yes No • • • .•, GO to Test 3, Step 8. GO to Step 6. GO to Test 3, Step 1. GO to Step 7. GO to Step 10. I • Move the lead from J12 or J14 to J13 (C3C). Crank the engine. Does the light blink continuously? Yes No 144 • • GO to Step 8. GO to Step 15. ELECTRONICALLY CONTROLLED SYSTEMS 3.0 SH O, 3.8 SC DIS Module , Harne s s and Coil (Cont'd.) RESULT TEST STEP STEP 8 ~ Test 2 ACTION TO TAKE I • Move the lead from J13 (C3C) to J12 (C2C) if 3.0 or J14 (C2C) if 3.8. Crank the engine. Does the light blink continuously? Yes ~ GO to Step 9. No ~ GO to Step 20. Yes ~ No ~ Coil VBAT is damaged . STEP 9 1 • Is the voltage between J7 (VBATC) and J2 (IGNDD) more than 11 VDC? REPLACE coil. SERVICE harness. STEP 10 I • For 3.0L, move the lead from J14 to J3 (C1D). Yes ~ C1C is open. SERVICE. • For 3.8L, move the lead from J12 to J3 (C1D). Does the light blink continuously? No ~ GO to Step 11 . Yes ~ REPLACE the coil. No ~ GO to Step 12. • For 3.0L, measure resistance between J14 (C1C) and J3 (CID). Yes ~ GO to Step 13. • For 3.8L, measure resistance between J12 (C1C) and J3 (CID). No ~ C1 is open . SERVICE STEP 11 I • Remove the coil from the coil TEE. Crank the engine. Does the light blink continuously? STEP 12 \ harness. • Is the resistance less than 5 ohms? STEP 13 1 • Disconnect the DIS module from the module output TEE. Is the resistance between J18 (CID) and J2 (IGNDD) more than 10K ohms key off? Yes ~ GO to Step 14. No ~ C1 is shorted to ground. SERVICE harness. STEP 14 1 • Is the resistance between J18 (CID) and J5 (VBATD) more than 10K ohms key off? 145 Yes ~ REPLACE DIS module. No ~ C1 is shorted to VBAT. ELECTRONICALLY CONTROLLED SYSTEMS 3.0 SHO, 3.8 SC DIS Module , Harness and Coil (Cont'd.) TEST STEP RESULT ~ Te st 2 ACTION TO TAKE STEP 15 1 • Move the lead from J13 (C3C) to J6 (C3D). Crank the engine. Does the light blink continuously? Yes ~ C3 is open. SERVICE harness. No ~ GO to Step 16. Yes ~ REPLACE coil. No ~ GO to Step 17. Yes ~ GO to Step 18. No ~ C3 is open. STEP 16 1 • Remove the coil from the coil TEE. Crank the engine. Does the light blink continuously? STEP 17 1 • Is the resistance between J13 (C3C) and J6 (C3D) less than 5 ohms, key off? SERVICE harness. STEP 18 1 Yes • Disconnect the DIS module from the module output TEE. Is the resistance between J6 (C3D) and J2 (IGNDD) more than 10K ohms, key off? No ~ . GO to Step 19. C2 is shorted to GND. SERVICE harness. STEP 19 1 • Is the resistance between J13 (C3C) and J5 (VBATD) more than 10K ohms, key off? STEP 20 Yes ~ REPLACE DIS module. No ~ Yes ~ C2 is open. I • For 3.0L, move the lead from J12 to J18 (C2D). For 3.8L, move the lead from J14 to J18 (C2D). Crank the engine. Does the light blink continuously? C2 is shorted to VBAT . SERVICE harness. No ~ GO to Step 21. Yes ~ No ~ GO to Step 22. STEP 21 1 • Remove the coil from the coil TEE. Crank the engine . Does the light blink continuously? 146 REPLACE coil. ELECTRONICALLY CONTROLLED SYSTEMS 3.0 SHO, 3. 8 SC DIS Module , Harness and Coil (Cont'd.) TEST STEP RESULT STEP 22 1 • Test 2 ACTION TO TAKE • For 3.0L, measure the resistance between J3 (CID) and J14 (C1C). Yes ~ GO to Step 23. • For 3.8L, measure the resistance between J3 (CID) and J12 (C1C). No ~ C1 is open . SERVICE harness. Yes ~ GO to Step 24. • Is the resistance less than 5 ohms? STEP 23 1 • Disconnect the module from the module output TEE. Is the resistance between J3 (C1 D) and J2 (IGNDD) more than 10K ohms , key off? No STEP 24 1 • Is the resistance between J3 (C1D) and J5 (VBATD) more than 10K ohms, key off? Yes No 147 • • • C1 is shorted to GND. SERVICE harness. REPLACE DIS module. C1 is shorted to VBAT . SERVICE harness. ELECTRONICALLY CONTROLLED SYSTEMS DIS Module, Harness a d S ensors TEST STEP STEP 1 RESULT ACTION TO TAKE Yes ~ No ~ GO to Step 2. Yes ~ CID is open. REPLACE DIS module. I • Is the voltage between J21 (CIDS) and J2 0 and + VBAT while cranking or 6.5 VDC (± 1 VDC) if the engine runs? STEP 3 ~ Test 3 I • Disconnect the module from the DIS input TEE. Measure the voltage between J51 (CIDD) and J2 (IGNDD) while cranking the engine in very short bursts. Are two voltages 0 and + VBAT observed during crank or 6.5 VDC ( ± 1 VDC) if the engine runs? STEP 2 3.0 SHO, 3.8 SC SERVICE harness. No ~ GO to Step 3. Yes ~ GO to Step 4. No ~ VBATCS fault. I • Is the voltage between J41 (VBATCS) and J2 (IGNDD) more than 11 VDC key on? SERVICE harness. STEP 4 I • Is the resistance between J42 (IGND CS) and J2 (IGNDD) less than 5 ohms, key off? Yes ~ No ~ IGND is open . SERVICE GO to Step 5. IGND circuit. STEP 5 I • Is the resistance between J21 (CIDS) and J51 (CIDD) less than 5 ohms? Yes ~ No ~ CID is open. GO to Step 6. SERVICE harness . STEP 6 I • Disconnect the CID sensor from the CID TEE. Yes ~ GO to Step 7. • Is the resistance between J5i (ClOD) and J2 (IGNDD) more than 10K ohms key off? No ~ CID is shorted to GND. SERVICE harness . 148 ELECTRONICALLY CONTROLLED SYSTEMS DIS Module , Harness and Sensors (Cont'd.) ACTION TO TAKE Yes ~ REPLACE CID sensor. No ~ CID is shorted to VBAT. Yes ~ PIP is open. RESULT 71 • Is the resistance between J51 and J5 (VBATD) more than 10K ohms key off? STEP Test 3 ~ TEST STEP STEP 3.0 SHO, 3.8 SC 8\ • Is the voltage between J35 (PIPS) and J2 (IGNDD) 0 and + VBAT while cranking the engine in very short bursts? STEP 9 SERVICE harness. No ~ GO to Step 9. Yes ~ GO to Step 10. No ~ PIP is open . SERVICE harness. Yes ~ REPLACE DIS module. No ~ GO to Step 11. Yes ~ GO to Step 12. No ~ GO to Step 13. Yes ~ GO to Step 13. No ~ SERVICE harness. Yes ~ REPLACE crank sensor. No ~ VBAT to crank sensor damaged . SERVICE harness. I • Is the resistance between J35 (PIPS) and J32 (PIPD) less than 5 ohms key off? STEP 10 1 • Disconnect the DIS module from the DIS input TEE. Repeat Step 8. OK now? STEP 11 1 • Is the voltage between J56 (VBATS) and J2 (IGNDD) more than 11 VDC with the key on? STEP 12 1 • Is the resistance between J55 (IGNDPS) and the negative terminal of the battery less than 5 ohms key off? STEP 13 1 • Disconnect the crank sensor from the crank sensor TEE. Repeat Step 11 . OK now? 149 ELECTRONICALLY CONTROLLED SYSTEMS DIS Module, Harness and Sensors (Cont'd.) TEST STEP 3.0 SHO, 3.8 SC RESULT ~ Test 3 ACTION TO TAKE STEP 14 1 • Was a continuous service code of 18 observed during self-test? Yes ~ REPLACE DIS module. No ~ GO to Section 14. Yes ~ REPLACE DIS module . No ~ GO to Section 14. STEP 15 1 • Is SPOUT continuous code 18 or 49 percent? 150 ~-------------------- -----'t MAINTENANCE SCHEDULES MAINTENANCE SCHEDULE A • Operating durin g hot weather in stop and go " rush hour" traffic. Follow Maintenance Schedule A if the vehicle is FRE­ QUENTLY driven in one or more of the following conditions: • Towing a trailer, using a camper or car-top carrier. • Operating in severe dust conditions . • Short trips of less than 16 krn (10 miles) when out­ side temperatures remain below freezing . • Exten sive idling , such as police, taxi or door-to­ door delivery service. 1989 FIELD SERVICE MAINTENANCE SCHEDULE "A" - PASSENGER CAR 'SERVICE INTERVALS Perform-at lhemonthsor distances . shown, whichever come's lirst. . , ' Miles x 1000 3 . Kilometers' x'1000 4.8 6 9 12 15 18 21 " 24 27 , 30 33 36 39 42 45 48 51 . 54 57 60 9.6 14.4 19.2 24,0 28.8 33.6 38.4 43.2 48,0 52.8 57.6 62.4 67.2 720 76.8 82.0 86.9 91 ,7 96.6 EMISSION CONTROL SERVICE Change Engine Oil and Oil Filter Every 3 Months OR X X X X X X X Replace Spark Plugs: - Standard (Non-Turbo) X X X X X X X X X X X X X X - Platinum Type 3,OL & 3.8L Supercharged - Turbocharged X X (X) X (X) X Inspect Accessory Drive Belt(s) X X Replace Air Cleaner Filter (1) X X Replace Crankcase Filler (1) X X Clean/Check Choke Linkage - 5.8L Engine X X Replace Engine Coolant, Every 36 Months OR X X Check Engine Coolant Protection, Hoses and Clamps Replace PCV Valve - 5,OL Engine ANNUALLY (X) (X) (X) Replace Cam Belt and Adjust Valve Lash - 3,OL SHO Engine X X (1) II operatrng In severe dust, askyourdealer for proper replacement Intervals, (2) II your vehicle accumulates 5,000 miles (8,000 kilometers) or more per month or is used in CONTINUOUS stop-and-go service, change every 30.000 miles (48,000 kilometers) - not necessary lor severe dust, short trips or extensive idling, X All items with an "X" code are required to be performed in all states, (X) This item not requ ired to be performed. However, Ford recommends that you also perform maintenance on items designated by an "(Xl" in order to achieve best vehicle operation, Failure to perform this recommended maintenance will notinvalidate the vehicle emissions warranty or manulacturer recall liability, 151 1- - - - -- - -- - - ­ ----- _._- - - - - -- - - - - - - _. - ----' MAINTENANCE SCHEDULES MAINTENANCE SCHEDULE B Follow Maintenance Schedule B if, generally the vehi­ cle is driven on a daily basis for longer than 16 km (10 miles) and NONE OF THE DRIVING CONDITIONS SHOWN FOR SCHEDULE A APPLY TO THE VE­ HICLE. 1989 FIELD SERVICE MAINTENANCE SCHEDULE "8" - PASSENGER CAR SERVICE-INTERVALS Perform at the months or distances shown, whichevercbmes first. · . .. Milesx:1000 7.5 15.0 22,5 30.0 37.5 45.0 52.5 60:0 Kilometers x 1000 12 24 36 48 60 72 84 96 EMISSION CONTROL SERVICE Turbocharged Engine Change Engine Oil and Oil Filter , EVERY 5,000 MILES (8,000 km) OR 6 MONTHS, WHICHEVER COMES FIRST Change Spark Plugs (X) X X (Xl 3.8L Supercharged Engine Change Engine Oil and Oil Filter when indicated by the Vehicle Maintenance Monitor, but do not go beyond EVERY 5,000 MILES (8,000 km) OR 6 MONTHS, WHICHEVER COMES FIRST 3.8L Engine with Vehicle Maintenance Monitor Change Engine Oil and Oil Filter when indicated by the Vehicle Maintenance Monitor, but do not go beyond EVERY 7,500 MILES (12,000 km) OR 6 MONTHS, WHICHEVER COMES FIRST All Engines except Turbocharged and Supercharged Change Engine Oil and Oil Filter Every 6 Months OR X X Replace Spark Plugs - Standard X X X X X X X X -Platinum Type 3.0L & 3,8L Supercharged X Inspect Accessory Drive Belt(s) X X Replace Crankcase Filter (1) X X Replace Air Cleaner Filter (1) X X Check/Clean Choke Linkage - 5.8L Engine X X Replace Engine Coolant Every 36 Months OR X X Check Engine Coolant Protection, Hoses and Clamps Replace PCV Valve - 5.0L Engine ANNUALLY (X) Replace Cam Belt and Check/Adjust Valve Lash - 3,OL SHO Engine (X) (X) X X (1) If operating In severe dust, ask your dealer for proper replacement intervals. X All items with an "X" code are required to be pertormed in all states. (X) This item is notrequired to be pertorrned. However, Ford recommends that youalso pertorm maintenance on items designated by an "(X)" in order to achieve best vehicle operation. Failure to pertorm this recommended maintenance will not invalidate the vehicle emissions warranty or manufacturer recall liability, 152 3.0L SHO ENGINE SPECIFICATIONS GENERAL SPECIFICATIONS CRANKSHAFT AND FLYWHEEL ................... 3.0L DISPLACEMENT ........................... 6 NUMBER OF CYLINDERS BORE AND STROKE Bore . 89.00mm (3.5039 in) Stroke. ......... .. .. .. 80.00mm (3.1496 in) FIRING ORDER . 1-4-2-5-3-6 OIL PRESSURE (HOT, Idling) Min 12.8 PSI DRIVE BELT TENSION ................... . .. SEE CHART MAIN BEARING JOURNAL DIAMETER... . 63.976-64.000mm (2.5187-2.5197 in.) Out-of-Round Limit. . . . . . . . 0.02mm (0.0008 in.) Taper Limit . .. 0.02mm (0.0008 in.) TOTAL Journal Runout Limit . 0.06mm (0.0024 in.) THRUST BEARING Thickness ..... 2.227-2.277mm (0.0877-0.0896 in.) CONNECTING ROD JOURNAL Diameter 51.976-52.000mm (2.0463-2.0472 in.) Out-ot-Bound Limit 0.02mm (0.0008 in.) MAX Taper Limit 0.02mm (0.0008 in.) TOTAL CYLINDER HEAD AND VALVE TRAIN COMBUSTION CHAMBER VOLUME (cc) VALVE GUIDE BORE DIAMETER Intake and Exhaust VALVE SEATS Width - Intake - Exhaust ~~ 470-480 6.000-6.018 mm (0.2362-0.2369 in.) FLYWHEEL RING GEAR LATERAL RUNOUT (HR.) CRANKSHAFT END PLAy......................... 1.0-1.4mm (0.039-0.055 in.) 1.0-1.4mm (0.039-0.055 in.) CONNECTING ROD BEARINGS Clearance to Crankshaft Desired Allowable Bearing Wall Thickness (Std.) ~ Width Limit 1.5mm (0.06 in.) GASKET SURFACE FLATNESS 0.2mm (0.008 in.) VALVE STEM TO GUIDE CLEARANCE Intake 0.025-0.058mm (0.0010-0.0023 in.) Exhaust ... 0.030-0.063mm (0.0012-0.0025 in.) VALVE HEAD DIAMETER (GAGE) 35mm (1.38 in.) Intake . . 30mm (118 in.) Exhaust . ...... MARGIN THICKNESS LIMIT 0.5mm (0.02 in.) . 45S VALVE FACE ANGLE ; . VALVE STEM DIAMETER (STD.) Intake 5.960-5.975mm (0.2346-0.2352 in.) Exhaust . . . . . . . . . . . . .. 5.955-5.970mm (0.2344-0.2350 in.) VALVE SPRINGS Compression Pressure (Kg [Lb] @ Spec. Length) Maximum Load 537.4 N (120.8 Ibs.) @ 30.2mm (1.19 in.) SetLoad 188.3 N (42.3 Ibs.) @ 38.7mm (1.52 in.) Free Length (Approximate) 4482mm (176 in.) Service Limit . . . . . . . .. 10% Force Loss @ Specified Height VALVE LIFTER Diameter (Std.) 31.970-31.994mm (1.2587-1.2596 in.) Clearance to Bore . . 0024-0.036mm (0.0009-0.0014 in.) Service Limit 0.07mm (0.003 in.) VALVE CLEARANCE Intake . 0.15-0.25mm (0.006-0.010 in.) Exhaust 0.25-0.35mm (0.010-0014 in.) CAMSHAFT BORE INSIDE DIAMETER All ... 31.000-31.025mm (1.2205-12215 in.) MAIN BEARINGS Clearance to Crankshaft Desired Allowable Bearing Wall Thickness (Std.) 0.021-0.221mm (0.0008-0.0087 in.) 0024-0.056mm (0.0009-0.0022 in.) 0.08mm (0.0031 in.) 1.484-1.496mm (0.0584-0.0589 in.) . 0.028-0.056mm (0.0011-0.0022 in.) 0.08mm (0.0031 in.) 1.981-1.998mm (0.0780-0.0787 in.) CONNECTING ROD, PISTON AND RINGS CONNECTING ROD Piston Pin Bore Diameter . Crankshaft Bearing Bore Diameter Length (Center-to-Center) 21.005-21.017mm (0.8270-0.8274 in.) 55.000-55.016mm (2.1653-2.1660 in.) 146.75-146.85mm (5.778-5.781 in.) ALIGNMENT (BORE-TO-BORE MAX. DIFF.) Twist . 0.15 per 100mm (0.0015 per in.) Bend . 0.05 per 100mm (0.0005 per in.) SIDE CLEARANCE (ASSEMBLED TO CRANK) Standard 0.16-0.312mm (0.0063-0.0123 in.) Service Limit 0.35mm MAX. (0.0138 in. MAX.) PISTON Diameter Coded (STD.) Coded (O/S: 0.25) Coded (O/S: 0.50) PISTON-TO-BORE CLEARANCE CAMSHAFT LOBE LIFT Intake ........................ 8.5mm (0.335 in.) Exhaust . . 8.0mm (0.315 in.) LOBE HEIGHT Intake ..... . 41.81-41.91mm (1.6461-1.650 in.) Limit. . . . . . . . . . . . . . . . .. . 41.80mm (1.6457 in.) Exhaust 41.31-41.41 mm (1.6264-1.6303 in.) Limit . 41.30mm (1.6260 in.) END PLAY .................... 0.30mm (0.012 in.) Service Limit .... . .. JOURNAL TO BEARING CLEARANCE 0.025-0.066mm (00010-0.0026 in.) JOURNAL DIAMETER All 30.959-30.975mm (1.2189-1.2195 in.) . 88.960-88.990mm (3.5023-3.5035 in.) TBDmm (TBD in) TBDmm (TBD in.) 0.030-0050mm (0.0012-0.0020 in) 0.080mm MAX. Service Limit . RING GROOVE WIDTH Compression (Top) .... ............................ 1.21-1.23mm (0.0476-0.0484 in.) Compression (Bottom) 1.505-1.525mm (0.0593-0.0600 in.) Oil 2.81-2.83mm (0.1106-0.1114 in.) PISTON PIN Length. . . . . .. .. . . .. . . .. . .. . 61.9-62.0mm (2.437-2.441 in.) Diameter 20.997-21.009mm (0.8267-0.8271 in.) PIN TO PISTON CLEARANCE.. -0.005-+0.001mm (- 0.00020- + 0.00004 in.) PIN TO ROD CLEARANCE 0.005-0.011 mm (0.00020-0.00043 in.) PISTON PIN INSTALLING TEMPERATURE .. 70-80°C (158-176°F) CYLINDER BLOCK HEAD GASKET SURFACE FLATNESS . . . . . . . . . . . . . . . . . . . . . . . . . . .. 0.05mm (0.002 in.) CYLINDER BORE Diameter 89.000-89.030mm (3.5039-3.5051 in.) Surface Finish (RMS) micrometers TBD Out-of-Round Limit 0.01 mm (0.0004 in) Out-ol-Round Service Limit . . . .. . 0.02mm (0.0008 in.) Taper Service Limit. . . . .. . 002mm (0.0008 in.) MAIN BEARING BORE DIAMETER ,.. . 68.000mm (2.677 in.) 153 3.0L SHO ENGINE SPECIFICATIONS BELT TENSION ALLOWABLE LIMITS PISTON - Continued PISTON RINGS Ring Width Compression (Top) Compression (Bottom) Specifications 1.17-1.19mm (0.0461-0.0469 in.) 1.47-1 .49mm (0.0579-0.587 in.) 6 Rib Ring Gap Compression (Top) (In Gauge) 0.30-0.45mm (0.012-0.018 in ) Compression (Bottom) (In Gauge) 0.30-0.45mm (0.012-0018 in.) Oil Ring (Steel Rail) (In Gauge) . .... " . , .. ,.,." .. ,." 0.20-0,50mm (0,008-0.020 in.) Side Clearance tst Ring , ., ., . . , . , , . ' . . , . , . , . . , 0.02-0,06mm (0.0008-0.0024 in.) 2nd Ring , . , . . ' . , , , .. 0.015-0,055mm (0.0006-0.0022 in.) Oil Ring , . , . , . , . .. . , .. , ., , ." , . .. 0.06-0.15mm (0.0024-0.0059 in.) 4 Rib New Belt (1) Installation Tension Use Belt (2) Reset Tension 100-120 kg (220-265 Ibs.) 70-90 kg (154-198 Ibs.) 67-87 kg (148-192 Ibs,) 51 -71 kg (1 12-157 Ibs.) Allowable Minimum Cold Belt (2) (3) Audit Check NA (1)New belt installed and tensioned/engine not rotated, (2)Used belt is any belt that has rotated on an engine. (3)Cold belt (i.e" 3-hour soak; 0 warm-up). LUBRICATION SYSTEM OIL PUMP Relief Valve Spring Tension (Force @ Length) , . , , . , . . , , .,." ., Relief Valve to Bore Clearance , .. ,." ". 6.05 N/mm (34.5 Ib.lin,) "., .. ,. 0.052-0,088mm (0,0020-0.0035 in.) Outer and Inner Rotor Tip Clearance , .. , .. ,... .... .. . . 0.06-0.18mm (0.0024-0.0071 in.) Rotor to Housing Side Clearance . . . . . . . . . . . . . . . . . . . 0.03-0,09mm (0.0012-0.0035 in.) Outer Rotor to Housing Radial Clearance 0.10-0.175mm (0.0039-0.0069 in.) Inner Rotor Shaft to Housing Clearance 0.03-0.095mm (0.0012-0.0037 in.) OIL CAPACITY Passenger Car: 5.0 qt. with filter change. . ~ 154 3.0L SHO ENGINE TORQUE SPECIFICATIONS Thread Size N'm Lb·Ft . kg·cm M11 x 1.5 78-88 58-65 800-900 Crankshaft Bearing Cap Beam to Crankshaft Bearing Cap M8 x 1.25 21-32 15-24 210·330 Ventilation Case M6 x 1.0 65 -9 5 56-82 Lb-In 65-95 Oil Level Indicator Tube M6 x 1.0 6.5-9.5 56-82 Lb-In 65·95 Oil Seal Carrier M6 x 1.0 6.5-9.5 56-82 Lb-In 65·95 NPTF 1/4 - 18 12·16 8.5-12 120·160 M10 x1. 5 29-39 22-29 300·400 Description . ~ 1. CYLINDER BLOCK Crankshaft Bearing Cap Oil Pressure Switch Knock Sensor Water Jacket Drain Plug PT 1/4 16-24 12-17 160·240 Oil Main Hole Plug PT 1/4 24-35 17-26 240·360 Oil Cooler Water Pipe PT 1/2 39-59 29-43 400·600 '( 1) 2. CRANKSHAFT Flywheel M10x 1.0 69-78 51 -58 700·800 Crankshaft Damper Pulley M1 4 x 1.5 152-1 72 112-127 1550-1 750 Con necting Rod to Connecting Rod Cap M9 x 1.0 45·49 33-36 460·500 "(2) " "(3) 3. LUBRICATION SYSTEM Oil Pu mp to Cylinder Block M8 x 125 16-23 12-17 160·230 Crankshaft Bearing Cap Beam to Oil Pan Baffle Plate No. 1 M8 x 1.25 16·23 12-17 160·230 Oil Pan to Cylinder Block M8 x 1.25 16-23 12-17 160·230 Low Oil Level Sensor to Oil Pan M20 x 1.5 21-33 15·25 210·340 Oil Drain Plug to Oil Pan M14 x 1.5 20-33 14-25 200·340 Oil Pan Baffle Plate No.2 to Oil Pan M6 x 1.0 6.5-9.5 56-82 Lb-In 65·95 Oii Strainer to Oil Pump M6 x 1.0 7.5-10 66·89 Lb·ln 75·108 Oil Cooler Union Bolt to Cylinder Block M20 x 1.5 39-49 29-36 400·500 3/4-16 UNF (4) (4) (4) Oil Filter 4. COOLING SYSTEM Water Pump to Cylind er Block M8 x 1.25 15·23 11-17 156·234 Water Pump Pul ley to Water Pump M8 x 1.25 15-23 11 -17 156·234 Water Pump Body to Water Pump Cover M6 x 10 6.3-9.4 4.6-6.9 64·96 Water Inlet to Water Pump M6 x 1.0 8.3-1 3 6.1-9.4 85·130 Water Outlet Housing to Cylinder Head (L) M8 x 1.25 15-23 11 -17 156-234 Water Outlet No. 1 10 Cylinder Head (R) M8 x 1.25 15·23 11 -1 7 156-234 M6 x 1.0 7.1-11 5.2-7.8 72·108 Water Temperature Indicator Sender to Water Outlet No. 1 Water Outlet No.2 to Wate r Outlet Housing NPTF 3/8-18 16·24 12-1 8 166·249 Engine Electronic Coolant Tempe rature Sensor to Water Outlet Housing NPTF 8/8-18 16·24 12-18 166-249 5. CYLINDER HEAD Camshaft Cap to Cylinder Head M7 x 1.0 16·22 12-16 160-220 Cylinder Head to Cylinder Block M11 x 1.5 83·93 61-69 850-950 Cylinder Head Cover to Cylinder Head M6 x 1.0 9.8·16 7.2-12 100-1 60 Tim ing Chain Sprocket to Camshaft, 1·4 M7 x 1 0 14·1 8 10-13 140-180 Timing Chain Guide (R) to Timing Chain Tensioner (R) to Cylinder Head (R) M7 x 1.0 15-19 11-14 150-190 Tim ing Chain Tensioner (L) to Timing Chain Guide (L) to Cylinder Head (L) M7 x 1.0 15·1 9 11-14 150-190 (1)Tlghlen In 2 steps 49-69 Nrn (36·51 Lb·Ft), 78-83 N'm (58·65 Lb-Ft). (2)Tighlen in 2 steps 39-59 Nrn (29-43 Lb·Ft), 69-78 Nrn (51·58 Lb·Ft). (3)Tighten in 2 steps 30-35 Nrn (22·26 Lb·Ft), 45-50 N'm (33·36 Lb-Ft). (4)Advance 3/4 turn aftergasket contacts surface. (5)Tighten in 2 steps 49·69 Nrn (36-51 Lb·Ft), 83·93 Nrn (61·69 Lb-Ft). NOTE : ' Coat with engine oil. "Coat with Molybdenum paste. 155 ------- ---'--~ _._ ---- ----- '(5) 3.0L SHO ENGINE TORQUE SPECIFICATIONS Description '. - " Thread Size ' N'm Lb·Ft M8 x 125 16-23 12·17 I·· k9·cm 6. FUEL SYSTEM Fuel Rail to Cyl inder Head 160·230 NPTF 1/8-27 6-9 52·78 Lb-In 60·90 Fuel Rail Connector 10 Fuel Rail (R and L) M12 x 1.25 25-34 18·25 250·350 Fuel Pressure Damper to Fuel Rail (R) M12x1.25 25-34 18·25 250·350 Fuel Pressure Regulator to Fuel Rail (L) M1 2 x 125 25·34 18·25 250·350 Clamp. Fuel Rail Connector to Intake Air Connector Stay M6 x 1.0 6.5·9.5 56-82 Lb-ln 65·95 Fuel Pipe to Cylinder Head Cover M6 x 1.0 6.5·9.5 56-82 t b-ln 65·95 M7 x 1,0 21·25 15·18 21 0·250 Timing Belt Idler Pu lley Locknut M10 x 1,5 34-50 25·37 350·510 Timing Belt Idler Stud M1 0 x 1.5 15·26 11 ·20 150·270 Fuel Pressure Relief Valve to Union Bolt 7. TIMING BELT Camshaft to Cam shaft Timing Pulley 8. AIR INTAKE SYSTEM Throttle Body to Surge Tank (R) M8 x 125 16·23 12·17 160-230 Throttle Air Bypass Valve to Surge Tank (R) M6 x 10 7.5·10 66-89 Lb-ln 75-105 160-230 Intake Air Surge Tank (R and L) to Intake Manifold M8 x 1.25 16·23 12·17 Intake Manifold to Cylinder Head M8 x 1.25 16·23 12·1 7 160-230 Intake Air Control Valve to Intake Air Surge Tank (R and L) M8 x 125 16·23 12·17 160·230 Vacuum Switching Valve Assembly to Intake Air Surge Tank (R) M8 x 12 5 16·23 12·17 160-230 Surge Tank Stay to Cylinder Head (R and L) M8 x 1.25 16·23 12·17 160-230 Surge Tank Stay to Intake Air Surge Tank (R and L) M8 x 1.25 16·23 12·17 160·230 Surge Tan k Connector to Surge Tank Connector Stay (R and L) M8 x 1,25 16·23 12·1 7 160-230 Intake Air Surge Tank (R) to Intake Air Connector Stay M8 x 1.25 16·23 12·17 160-230 Intake Air Connector Stay to Cylinder Head (R and L) M8 x 1.25 16·23 12·17 160·230 NPTF 3/8-18 16·24 12·1 7 160-240 Exhaust Manifold to Cylinder Head M10 x1 .25 35·51 26·38 360·520 Exhaust Manifold to Exhaust Manifold Insulator M8 x 1.25 16·23 12·17 160-230 EGR Valve 10 Intake Air Surge Tank (R) M8 x 1.25 16·23 12·1 7 160-230 EGR Tube to Exhaust Manifold (R) M8 x 1,25 16·23 12·17 160-230 EGR Valve to EGR Valve Plug M3,5 x 0.6 1.5·25 14-21 Lb-ln 16-24 EGR Valve to EG R Tube M22 x 1.5 25·34 18·25 250-350 Brake Booster Union to Surge Tank (R) (5) 9. EXHAUST SYSTEM PFE Sensor Bracket to Cylinder Head (R) M6 x 1.0 6.5·9.5 56-82 Lb-ln 65-95 PFE Sensor Bracket to Bracket Cover M5 x 0,8 3.0·4.5 26-39 Lb-ln 30-45 (5)Coal with Loctite No, 270 156 ...-~~~--~~------------------------------------ -"'-- "'~--------- 3.0L SHO ENGINE TORQUE SPECIFICATIONS Description - . .. Thread Size N'm Lb·Ft kg'em 10. ACCESSORIES PIS Pump Bracket to Cylinder Block Ml0 x 1,5 36-55 27-41 370·560 PIS Pump to PIS Pump Bracket M8 x 1.25 21-32 15-24 210-330 PIS Pump Pulley to PIS Pump Mt2 x 1.25 54-68 40·50 550-690 NC Compressor Bracket to Cylinder Block NC Compressor Bracket to Alternator Bracket NC Compressor to NC Compressor Bracket Ml0 x 1.5 36-55 27-41 370-560 .­ -; .. M10 x 1.5 36-55 27-41 370-560 M10 x 1.5 36-55 27·41 370-560 350-510 Alternator to Alternator Bracket Ml0 x 1.5 34-50 25-37 Alternator to NC Compressor Bracket M10 x 15 48-72 35·53 490-730 Idler Pulley Nut M10 x 1.5 34-50 25-37 350·510 Idler Pulley Bracket 1 (R) to Cylinder Block M8 x 1.25 16-23 12-17 160-230 Idler Pulley Bracket 1 (R) to PIS Pump Bracket M8 x 1.25 16-23 11-17 160-230 Idler Pulley Bracket 2 (L) to NC Bracket M8 x 1,25 36-55 27-41 370-560 Idler Pulley Bracket 2 (L) to Water Pump M8 x 1.25 16-23 11-17 160-230 Idler Pulley Bracket 2 (Ll to Cylinder Block M8 x 1.25 16-23 11-17 160'230 11. IGNITION SYSTEM Spark Plug to Cylinder Head M14 x 1.25 22-27 16-20 220-280 Ignition Coil to Ignition Coil Stay M5 x 0.8 4.5-7.0 39·61 Lb-In 45-70 290-430 Ignition Coil Stayto Cylinder Head (L) Ml0 x 1.5 28-42 21-31 Crank Sensor to Oil Pump M4 x 0.7 15-25 13·22 Lb-In 15-25 Camshaft Sensor to Cylinder Head (R) M6 x 1.0 7.5·10 66·89 Lb-In 75-105 Camshaft Shutter to Camshaft Right EXT. M4 x 0.7 15-25 M4 x 0,7 2.5-2.5 20-3,0 13-22 Lb-In Ignition Module to Surge Tank Connector 17·26 Lb-In 20-30 Crankshaft Shutter to Crankshaft Timing Pulley M3 x 0.5 1.0-1.5 9·13 Lb-In 10-15 Spark Plug Wire Clamp to Cylinder Head Cover M5 x 0.8 3,0-4.5 26·39 Lb-In 30-45 Engine Lifting Eye No.1, 2 to Cylinder Head M8 x 1,25 16-23 11-17 160-230 Engine Lifting Eye No.2 to NC Compressor Bracket M8 x 1.25 16-23 11-17 160-230 (6) 12. OTHERS (6)Seal Washer Type Spark Plug 157 I r - -- - - -- - -- - - - - - -- - - - - - - - - - - -- - - - -- - - - - - - - - - - - --' SPECIAL SERVICE TOOLS ESSENTIAL SPEC1ALTOOLS ·· .... .' Number T89P-670l-A T89P-670l-B T89P-670l-C T89P-6565-A T89P-6256-A T89P-6256-B T89P-6256-C T89P-6510-A T89P-6510-B T89P-6510-C T89P-6510-D T89P-6500-A T89P-6500-B Too! Screw & Washer Set Front Crank Seal Installer Rear Seal Replacer Screw Set Valve Spring Compressor Set Cam Seal Replacer Cam Seal Expander Cam Position Tool Valve Guide Remover Valve Guide Replacer Adaptor Valve Stem Seal Replacer Valve Stem Seal Remover Tappet Compressor Tappet Holder DESIRED SPECIAL TOOLS Number D89L-6135-A D89L-600l-A Tool Piston Pin Remover/Replacer Engine Lifting Bracket 158 .----------------------------------~..::..-~ ., ,,~---------' . :" . WE SU.PPORT VOLUNTARY TECHNICIAN CERTIFICATIO ' ~~ '-. . 'i -. • ' ' r \ ' .._­ " ,,"i. ~" ~~;. . :~ \ ) , September, 1988 . . .' t~ .. Litho in U.S.A. ORDER NO. 2112-003 6 ..