Ford Orion. Manual — part 39

18 Exhaust system - general

information and component
renewal

1

Refer to Section 25 in Part A of this

Chapter, but note the system layout and
cutting points for system renewal as shown
here (see illustrations).

Fuel and exhaust systems – fuel-injected engines 4B•15

18.1C Exhaust system fitted to the CFi engine models (1.6 litre EFi and SEFi systems

similar)

1 Front downpipe (manual

transmission)

2 Front downpipe

(CTX transmission)

3 Catalytic converter
4 Front silencer
5 Rear silencer (1.6 litre EFi

and SEFi tailpipes differ)

6 Gasket
7 Sealing ring
8 Rubber mounting
9 Rubber mounting

10 U-bolt
11 Clamp
12 Spring
13 Bolt

14 Self-locking nut
15 Nut
16 Nut
17 Oxygen sensor
18 Heat shield
19 Rear silencer outlet trim
20 Bracket

18.1B Cut at points indicated when

renewing the rear silencer on Zetec engine

with SEFi system

X = 1717 mm

18.1A Cut at points indicated when

renewing the rear silencer on HCS and
CVH engines with CFi and EFi systems

X = 720 mm

4B

x

5

Battery

Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lead-acid, maintenance-free

Rating - Cold cranking/Reserve capacity . . . . . . . . . . . . . . . . . . . . . . . .

270 A/50 RC, 360 A/60 RC, 500 A/70 RC, 590 A/90 RC or
650 A/130 RC

Ignition coil

Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

37.0 kilovolts (minimum)

Primary resistances - measured at coil connector terminal pins . . . . . .

0.50 ± 0.05 ohms

Starter motor

Make/type:

Bosch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DM, DW or EV

Magneti-Marelli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

M79 or M80R

Nippondenso . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

No type numbers given

Output:

Bosch DM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.8, 0.9 or 1.0 kW

Bosch DW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4 or 1.8 kW

Bosch EV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2 kW

Marelli M79 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.8 or 0.9 kW

Marelli M80R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.8 kW

Nippondenso . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.6 or 0.8 kW

Minimum brush length:

Bosch and Magneti-Marelli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.0 mm

Nippondenso . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.0 mm

Commutator minimum diameter:

Bosch DM and DW and Nippondenso . . . . . . . . . . . . . . . . . . . . . . . .

32.8 mm

Bosch EV and Magneti-Marelli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Not available

Armature endfloat:

Bosch DM and DW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.3 mm

Bosch EV and Magneti-Marelli M80R . . . . . . . . . . . . . . . . . . . . . . . . .

Not available

Magneti-Marelli M79 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.25 mm

Nippondenso . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.6 mm

Chapter 5 Engine electrical systems

Alternator - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Alternator brushes and voltage regulator - renewal . . . . . . . . . . . . . 14
Auxiliary drivebelt check and renewal . . . . . . . . . . . .

See Chapter 1

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

2

Battery check, maintenance and charging . . . . . . . . .

See Chapter 1

Battery leads - checking and renewal . . . . . . . . . . . . . . . . . . . . . . . .

3

Charging system - general information and precautions . . . . . . . . . 11
Charging system - testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Crankshaft speed/position sensor - checking, removal and refitting . 10
Electronic control system - information and fault

diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

See Chapter 6

Electronic Control Unit (ECU) and system information sensors -

general information . . . . . . . . . . . . . . . . . . . . . . . . .

See Chapter 6

Engine compartment wiring check . . . . . . . . . . . . . . .

See Chapter 1

General information, precautions and battery disconnection . . . . . .

1

Ignition coil - checking, removal and refitting . . . . . . . . . . . . . . . . . .

6

Ignition module (carburettor engines) - removal and refitting . . . . . .

7

Ignition module (fuel-injected engines) - removal and refitting . . . . .

8

Ignition system - general information and precautions . . . . . . . . . . .

4

Ignition system - testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5

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

9

Spark plug renewal and HT lead check . . . . . . . . . . .

See Chapter 1

Starter motor - brush renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Starter motor - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . 17
Starting system - general information and precautions . . . . . . . . . . 15
Starting system - testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

5•1

Easy, suitable for
novice with little
experience

Fairly easy, suitable
for beginner with
some experience

Fairly difficult,
suitable for competent
DIY mechanic

Difficult, suitable for
experienced DIY
mechanic

Very difficult,
suitable for expert
DIY or professional

Degrees of difficulty

Specifications

Contents

Alternator

Make/type:

Bosch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

K1-55A, K1-70A or NC 14V 60-90A

Magneti-Marelli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A127/55 or 127/70

Mitsubishi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A5T or A002T

Output (nominal at 13.5 volts with engine speed of 6000 rpm) . . . . . . .

55, 70 or 90 amps

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

14 to 14.6 volts

Minimum brush length:

Bosch and Magneti-Marelli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 mm

Mitsubishi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 mm

Torque wrench settings

Nm

lbf ft

Ignition coil retaining screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 to 7

3.5 to 5.1

Alternator mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 to 27

15 to 20

Alternator adjustment bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 to 25

13 to 18

Alternator pulley nut:

With key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45 to 55

33 to 41

Without key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

50 to 70

37 to 52

Starter motor mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

35

26

5•2 Engine electrical systems

1

General information,
precautions and battery
disconnection

General information

The engine electrical systems include all

ignition, charging and starting components.
Because of their engine-related functions,
these components are discussed separately
from body electrical devices such as the
lights, the instruments, etc (which are
included in Chapter 12).

Precautions

Always observe the following precautions

when working on the electrical system:
a)

Be extremely careful when servicing
engine electrical components. They are
easily damaged if checked, connected or
handled improperly.

b)

Never leave the ignition switched on for
long periods of time when the engine is
not running.

c)

Don’t disconnect the battery leads while
the engine is running.

d)

Maintain correct polarity when connecting
a battery lead from another vehicle during
jump starting - see the “jump starting”
section at the front of this manual.

e)

Always disconnect the negative lead first,
and reconnect it last, or the battery may
be shorted by the tool being used to
loosen the lead clamps.

It’s also a good idea to review the

safety-related information regarding the
engine electrical systems located in the
“Safety first!” section at the front of this
manual, before beginning any operation
included in this Chapter.

Battery disconnection

Several systems fitted to the vehicle require

battery power to be available at all times,
either to ensure their continued operation
(such as the clock) or to maintain control unit

memories (such as that in the engine
management system’s ECU) which would be
wiped if the battery were to be disconnected.
Whenever the battery is to be disconnected
therefore, first note the following, to ensure
that there are no unforeseen consequences of
this action:
a)

First, on any vehicle with central locking, it
is a wise precaution to remove the key
from the ignition, and to keep it with you,
so that it does not get locked in, if the
central locking should engage
accidentally when the battery is
reconnected.

b)

On cars equipped with an engine
management system, the system’s ECU
will lose the information stored in its
memory - referred to by Ford as the
“KAM” (Keep-Alive Memory) - when the
battery is disconnected. This includes
idling and operating values, and any fault
codes detected - in the case of the fault
codes, if it is thought likely that the
system has developed a fault for which
the corresponding code has been logged,
the vehicle must be taken to a Ford dealer
for the codes to be read, using the special
diagnostic equipment necessary for this
(see Chapter 6). Whenever the battery is
disconnected, the information relating to
idle speed control and other operating
values will have to be re-programmed into
the unit’s memory. The ECU does this by
itself, but until then, there may be surging,
hesitation, erratic idle and a generally
inferior level of performance. To allow the
ECU to relearn these values, start the
engine and run it as close to idle speed as
possible until it reaches its normal
operating temperature, then run it for
approximately two minutes at 1200 rpm.
Next, drive the vehicle as far as necessary
- approximately 5 miles of varied driving
conditions is usually sufficient - to
complete the relearning process.

c)

If the battery is disconnected while the
alarm system is armed or activated, the

alarm will remain in the same state when
the battery is reconnected. The same
applies to the engine immobiliser system
(where fitted).

d)

If a Ford “Keycode” audio unit is fitted,
and the unit and/or the battery is
disconnected, the unit will not function
again on reconnection until the correct
security code is entered. Details of this
procedure, which varies according to the
unit and model year, are given in the
“Ford Audio Systems Operating Guide”
supplied with the vehicle when new, with
the code itself being given in a “Radio
Passport” and/or a “Keycode Label” at
the same time. Ensure you have the
correct code before you disconnect the
battery. For obvious security reasons, the
procedure is not given in this manual. If
you do not have the code or details of the
correct procedure, but can supply proof
of ownership and a legitimate reason for
wanting this information, the vehicle’s
selling dealer may be able to help.

Devices known as “memory-savers” (or

“code-savers”) can be used to avoid some of
the above problems. Precise details vary
according to the device used. Typically, it is
plugged into the cigarette lighter, and is
connected by its own wires to a spare battery;
the vehicle’s own battery is then disconnected
from the electrical system, leaving the
“memory-saver” to pass sufficient current to
maintain audio unit security codes and ECU
memory values, and also to run permanently-
live circuits such as the clock, all the while
isolating the battery in the event of a short-
circuit occurring while work is carried out.

Warning: Some of these devices
allow a considerable amount of
current to pass, which can mean
that many of the vehicle’s

systems are still operational when the
main battery is disconnected. If a
“memory-saver” is used, ensure that the
circuit concerned is actually “dead” before
carrying out any work on it!

2

Battery - removal and refitting

1

Note: Refer to the previous Section before
proceeding and also the relevant Sections of
Chapter 1.

Removal

1 Undo the retaining nut, then detach the
earth leads from the stud of the battery
negative (earth) terminal post (see
illustration). This is the terminal to disconnect
before working on, or disconnecting, any
electrical component on the vehicle.
2 Pivot up the plastic cover from the positive
terminal, then unscrew the positive lead
retaining nut on the terminal. Detach the
positive lead from the terminal.
3 Unscrew the two battery clamp bolts, and
remove the clamp from the front of the
battery.
4 Lift the battery from the tray, keeping it
upright and taking care not to let it touch any
clothing. Be careful - it’s heavy.
6 Clean the battery terminal posts, clamps
and the battery casing. If the bulkhead is
rusted as a result of battery acid spilling onto
it, clean it thoroughly and re-paint with
reference to Chapter 1.
7 If you are renewing the battery, make sure
that you get one that’s identical, with the
same dimensions, amperage rating, cold
cranking rating, etc. Dispose of the old battery
in a responsible fashion. Most local authorities
have facilities for the collection and disposal
of such items - batteries contain sulphuric
acid and lead, and should not be simply
thrown out with the household rubbish!

Refitting

8 Refitting is a reversal of removal. Smear the
battery terminals with a petroleum-based jelly
prior to reconnecting. Always connect the
positive terminal clamp first and the negative
terminal clamp last.

3

Battery leads -
checking and renewal

1

Note: See also the relevant Sections of
Chapter 1.
1 Periodically inspect the entire length of
each battery lead for damage, cracked or
burned insulation, and corrosion. Poor battery
lead connections can cause starting problems
and decreased engine performance.
2 Check the lead-to-terminal connections at
the ends of the leads for cracks, loose wire
strands and corrosion. The presence of white,
fluffy deposits under the insulation at the lead
terminal connection is a sign that the lead is
corroded and should be renewed. Check the
terminals for distortion, missing clamp bolts,
and corrosion.

3 When removing the leads, always
disconnect the negative lead first, and
reconnect it last (see Section 1). Even if only
the positive lead is being renewed, be sure to
disconnect the negative lead from the battery
first (see Chapter 1 for further information
regarding battery lead removal).
4 Disconnect the old leads from the battery,
then trace each of them to their opposite
ends, and detach them from the starter
solenoid and earth terminals. Note the routing
of each lead, to ensure correct installation.
5 If you are renewing either or both of the old
leads, take them with you when buying new
leads. It is vitally important that you replace
the leads with identical parts. Leads have
characteristics that make them easy to
identify: positive leads are usually red, larger
in cross-section, and have a larger-diameter
battery post clamp; earth leads are usually
black, smaller in cross-section, and have a
slightly smaller-diameter clamp for the
negative post.
6 Clean the threads of the solenoid or earth
connection with a wire brush to remove rust
and corrosion. Apply a light coat of battery
terminal corrosion inhibitor, or petroleum jelly,
to the threads, to prevent future corrosion.
7 Attach the lead to the solenoid or earth
connection, and tighten the mounting nut/bolt
securely.
8 Before connecting a new lead to the
battery, make sure that it reaches the battery
post without having to be stretched.
9 Connect the positive lead first, followed by
the negative lead.

4

Ignition system - general
information and precautions

General

The main ignition system components

include the ignition switch, the battery, the
crankshaft speed/position sensor, the ignition
module, the coil, the primary (low tension/LT)
and secondary (high tension/HT) wiring
circuits, and the spark plugs.

A Distributorless Ignition System (DIS) is

used on all carburettor engines, and an
Electronic Distributorless Ignition System (E-
DIS) on all fuel-injected engines. With these
systems, the main functions of the
conventional distributor are replaced by the
computerised ignition module and a coil unit.
The coil unit combines a double-ended pair of
coils - each time a coil receives an ignition
signal, two sparks are produced, at each end
of the secondary windings. One spark goes to
a cylinder on compression stroke and the
other goes to the corresponding cylinder on
its exhaust stroke. The first will give the
correct power stroke, but the second spark
will have no effect (a “wasted spark”),
occurring as it does during exhaust
conditions.

On carburettor engines, the ignition module

receives signals provided by information
sensors which monitor various engine
functions (such as crankshaft speed/
position, coolant temperature, inlet air
temperature, etc). This information allows the
ignition module to generate the optimum
ignition timing setting under all operating
conditions.

On fuel-injected engines, the ignition

module operates in conjunction with the fuel
system Electronic Control Unit (ECU), and
together with the various information sensors
and emission control components, forms the
complete engine management package.

The information contained in this Chapter

concentrates on the ignition-related
components of the engine management
system. Information covering the fuel, exhaust
and emission control components can be
found in Chapters 4 and 6.

Precautions

When working on the ignition system, take

the following precautions:
a)

Do not keep the ignition switch on for
more than 10 seconds if the engine will
not start.

b)

If a separate tachometer is ever required
for servicing work, consult a dealer
service department before buying a
tachometer for use with this vehicle -
some tachometers may be incompatible
with this type of ignition system - and
always connect it in accordance
with the equipment manufacturer’s
manuals.

c)

Never connect the ignition coil
terminals to earth. This could result in
damage to the coil and/or the ignition
module.

d)

Do not disconnect the battery when the
engine is running.

e)

Make sure that the ignition module is
properly earthed.

f)

Refer to the warning at the beginning
of the next Section concerning
HT voltage.

Engine electrical systems 5•3

2.1 Detaching the earth leads from the

stud of the battery negative (earth)

terminal post

5