Ford Fiesta (1989-1995). Manual — part 41

4

Ignition amplifier module
(distributor ignition systems)
- removal and refitting

2

Note: The ignition amplifier module is only
fitted to carburettor engine models.

Removal

1 Disconnect the battery negative (earth) lead
(refer to Part A, Section 1).
2 Remove the distributor, as described in
Section 8.
3 With the distributor on the workbench,
remove both screws securing the module to
the distributor body, then slide the module
from its trigger coil connector and remove it.
4 Check that the rubber grommet is
serviceable. If it is not, it must be renewed but
ensure that the correct type is obtained.

Refitting

5 Apply heat sink compound (see
Specifications) to the module metal face,
ensuring a good earth. This is an essential
part of the procedure, protecting the module
electronic circuitry from excessive heat build-
up and subsequent malfunction.
6 Slide the module into its trigger coil
connector and secure with both screws.
7 Refit the distributor in accordance with
Section 8, then reconnect the battery.

5

Ignition module -
removal and refitting

1

Note: Various designs of ignition module may
be fitted depending on ignition system type.
Although the units may differ in appearance
from the those shown in the accompanying
illustrations, the procedures described below
are applicable to all types.

Removal

1 The ignition module is located on the
engine compartment bulkhead.
2 Disconnect the battery negative (earth) lead
(refer to Part A, Section 1).
3 Where applicable, detach the vacuum hose
from the module (see illustration).
4 According to type, either compress the
locktab securing the wiring multi-plug in
position, or where applicable, undo the
retaining bolt, then withdraw the plug from the
module (see illustrations).
5 Undo the retaining screws, and remove
the module from the bulkhead (see
illustration).

Refitting

6 Refitting is the reverse of the removal
procedure.

6

Crankshaft position sensor -
removal and refitting

2

Removal

1 Disconnect the battery negative (earth) lead
(refer to Part A, Section 1).
2 Chock the rear wheels then jack up the
front of the car and support it on axle stands
(see “Jacking and vehicle support”).
3 If working on the Zetec engine, remove the
starter motor as described in Part A of this
Chapter.
4 Compress the retaining clip and pull free
the wiring multi-plug connector from the
sensor unit, but take care to pull on the
connector, not the lead (see illustration).
5 Undo the Torx-type retaining screw, and
withdraw the sensor from its location in the
cylinder block bellhousing flange.

Refitting

6 Refitting is the reversal of removal.

7

Distributor cap and rotor
arm - removal and refitting

1

Removal

1 Disconnect the battery negative (earth) lead
(refer to Part A, Section 1).
2 Disconnect the coil HT lead from the centre
of the distributor cap and the spark plug HT
leads from the spark plugs, having identified
them for subsequent refitting. Pull on the
connectors, not the leads. Release the leads
from any cable clips or ties.
3 On carburettor models, unclip the
suppressor shield (where fitted), remove the
distributor cap securing screws and detach
the cap.
4 On CFi fuel injection models, disconnect
the distributor multi-plug for better access to
the rear cap securing clip. Release the
distributor cap securing clips by levering with
a screwdriver, withdraw the cap assembly

Ignition system 5B•5

5.4b Undoing the ignition module multi-

plug securing bolt

5.4a Disconnecting the ignition module

multi-plug

5.3 Disconnecting the vacuum pipe from

the ignition module

6.4 Crankshaft position sensor removal

A Retaining screw B Multi-plug

5.5 Ignition module location on bulkhead

panel. Note retaining screws (arrowed)

5B

1595Ford Fiesta Remake

and separate the suppressor shield from the
cap (see illustrations).
5 Withdraw the rotor arm from the distributor
shaft.
6 Before refitting, wipe clean the distributor
cap and leads and carry out a careful
inspection as described in Chapter 1.

Refitting

7 Refitting is a reversal of the removal
procedure, ensuring that the HT leads are
securely connected and in the correct order.

8

Distributor -

removal and refitting

2

Note: On pre-September 1990 CVH engines
with CFi fuel injection, unless the original
distributor is to be refitted to the original
cylinder head, it will be necessary to take the
vehicle to a Ford dealer for accurate
adjustment of the ignition timing after refitting.

Removal

1 Disconnect the battery negative (earth) lead
(refer to Part A, Section 1).
2 If the original distributor is to be refitted to
the original cylinder head, check that the
punch marks on the cylinder head and
distributor body are aligned before removing
the distributor (see illustration). If no marks
are present, make your own using a punch or

small file to ensure correct alignment upon
subsequent refitting.
3 Refer to Section 7 and remove the
distributor cap.
4 On carburettor equipped CVH engines,
disconnect the vacuum pipe from the
distributor vacuum diaphragm unit.
5 Disconnect the wiring multi-plug from the
distributor.
6 Remove the clamp bolts securing the
distributor in position and slide it out (see
illustration).
7 Prior to refitting, check the condition of the
distributor oil seal and renew it if necessary.

Refitting

CVH engines with carburettor

8 Position the distributor so that its offset
drive is engaged with the slot in the end of the
camshaft, then loosely insert the two clamp
bolts.
9 Where both original punch marks are
present, on the cylinder head and distributor
body, rotate the distributor body until the
punch marks are aligned before fully
tightening the clamp bolts.
10 If one or both of the punch marks are
missing (due to component renewal), turn the
body of the distributor so that the clamp bolts
are centrally located in their slots then fully
tighten the bolts.
11 Refit the rotor arm (if removed), distributor
cap, suppressor shield (as applicable) and HT

leads, making reference to Section 7, then
reconnect the wiring multi-plug and vacuum
pipe.
12 Reconnect the battery negative lead.
13 If one or both of the punch marks are
missing after component renewal, check the
ignition timing, as described in Section 10,
and adjust as necessary. This will not be
required where the original punch marks have
been re-aligned.

Pre-September 1990 CVH engines
with CFi fuel injection

14 Position the distributor so that its offset
drive is engaged with the slot in the end of the
camshaft, then loosely insert the two clamp
bolts.
15 Where both original punch marks are
present, on the cylinder head and distributor
body, rotate the distributor body until the
punch marks are aligned then fully tighten the
clamp bolts.
16 If one or both of the punch marks are
missing (due to component renewal), rotate
the distributor body until the centre line
through the distributor multi-plug connector is
at 40° to the vertical (see illustration), before
fully tightening the distributor clamp bolts.
This will give an approximate (static) ignition
timing setting to enable starting of the engine

5B•6 Ignition system

8.16 Distributor orientation when re-fitting

if alignment punch marks are missing (Pre-

September 1990 CVH engines with CFi fuel

injection)

A Direction of rotation
B Centre line through distributor connector

(40º to vertical)

8.6 Removing the distributor from the

cylinder head

8.2 Distributor alignment punch marks

(arrowed)

7.4c Withdrawing the distributor cap and

suppressor shield assembly

7.4b Releasing one of the distributor cap
securing clips by carefully levering with a

screwdriver

7.4a Disconnecting the distributor multi-

plug

1595Ford Fiesta Remake

after the remaining components have been
refitted and the relevant connections made.
17 Refit the rotor arm (if removed), distributor
cap, suppressor shield (as applicable) and HT
leads, making reference to Section 7, then
reconnect the wiring multi-plug.
18 Reconnect the battery negative lead.
19 If one or both of the punch marks are
missing after component renewal, the vehicle
will need to be taken to a Ford dealer for
accurate ignition timing checking and, if
necessary, adjustment. This can only be
carried out with the EEC IV engine
management module in “self-test” mode
and connected to the Ford specialised test
equipment (see Section 10, paragraph 19).

9

Distributor vacuum
diaphragm unit - renewal

2

Note: Check parts availability before
proceeding with this operation.
1 Remove the distributor, as described in
Section 8.
2 With the distributor on the workbench,
remove the ignition amplifier module (see
Section 4) and the distributor cap and rotor
arm (if not already done).
3 Remove the three screws securing the

distributor body halves and separate the
assembly (see illustration).
4 Lift out the plastic spacer ring from the
upper distributor body half (see illustration).
5 Remove the trigger coil to ignition amplifier
module connector and seal, having noted
which way the connector fits for subsequent
reassembly (see illustration).
6 Lift out the trigger coil, before careful not to
damage it or its connectors as it is withdrawn.
7 Remove the stator securing circlip and the
upper shim followed by the stator and the
lower shim (see illustration).
8 Undo the vacuum diaphragm unit securing
screw and detach the unit.
9 This is the limit of dismantling that can be
undertaken on these distributors. Should the
distributor be worn or unserviceable in any
other respect, renewal of the complete unit
will be necessary.
10 Reassembling is a reversal of the
dismantling procedure. During reassembly,
ensure that the pin on the vacuum diaphragm
unit arm engaged in the stator as the stator is
refitted, and fit the plastic spacer ring so that
its cut-out aligns with the trigger coil to
ignition amplifier module connector.
Additionally, after the distributor body halves’
securing screws have been tightened, ensure
that the distributor shaft turns easily. Refit the
ignition amplifier module in accordance with
Section 4.

10 Ignition timing -

checking and adjustment

2

Distributorless ignition systems

1 The ignition timing is controlled entirely by
the ignition module (acting in conjunction with
the EEC IV engine management module on
fuel injection engines), and can only be
checked and adjusted when the system is
connected to Ford diagnostic equipment.
2 If the timing is thought to be incorrect, this
can only be due to a fault in the ignition
module or engine management system
components and the vehicle should be taken
to a Ford dealer for full testing and fault
diagnosis.

Distributor ignition systems (CVH
engines with carburettor)

Note: When an engine is timed in production,
marks are punched into the cylinder head and
the distributor body flange to indicate the
correct timing position of the distributor (see
illustration 8.2). Therefore, under normal
circumstances, ignition timing adjustment will
only be necessary if the initial setting has been
disturbed. An ignition timing setting for use
with unleaded petrol (95 RON) is given in the
Specifications
3 Where the original punch marks are present
on the cylinder head and the distributor body
flange, correct ignition timing can be set, as
necessary, by turning the body of the
distributor to align the marks before re-
tightening the distributor clamp bolts.
4 If, due to component renewal, one or both
of the original punch marks is missing, the
following procedure must be carried out.
5 Turn the distributor body so that the clamp
bolts are located centrally in their slots then
tighten the clamp bolts.
6 Increase the contrast of the notch in the
crankshaft pulley and the appropriate mark on
the timing cover scale (refer to Specifications)
by applying a dab of quick-drying white paint
(see illustration).
7 Connect a stroboscopic timing light in

Ignition system 5B•7

9.5 Trigger coil to ignition amplifier

module connector (A) and seal

9.4 Remove the plastic spacer ring (A)

9.3 Distributor body halves separated
(ignition amplifier module also shown)

10.6 Crankshaft pulley timing notch

(arrowed) and timing marks on the timing

cover scale

9.7 Stator and shim details

A Circlip

C Stator

B Upper shim

D Lower shim

5B

1595Ford Fiesta Remake

accordance with the manufacturer’s
instructions.
8 Start the engine, bring it up to normal
operating temperature and allow it to idle.
9 Disconnect the vacuum pipe from the
distributor and fit blanking plugs.
10 If the timing light is now directed at the
engine timing marks, the pulley notch will
appear to be stationary and opposite the
specified mark on the scale. If the marks are
not in alignment, release the distributor clamp
bolts slightly and turn the distributor body in
whichever direction is necessary to align the
pulley notch to the appropriate scale mark.
Tighten the clamp bolts fully when the setting
is correct.
11 Using a suitable punch, re-mark the
cylinder head and/or the distributor flange to
indicate the new distributor timing position for
any future repair operations.
12 The operation of the centrifugal advance
weights in the distributor can be checked by
increasing the engine speed with the timing
light pointing at the engine timing marks and
observing that the pulley notch advances from
its initial position.
13 To check the vacuum advance, run the
engine at a fast idle speed and reconnect the

vacuum pipe. The pulley notch should again
advance.
14 Stop the engine, disconnect the
tachometer and timing light and reconnect the
vacuum pipe. Refit the timing aperture cover.
15 If the timing notch did not appear to move
during the centrifugal advance check, a fault
in the distributor centrifugal advance
mechanism is indicated. No increased
movement of the notch during the vacuum
advance check indicate a punctured
diaphragm in the vacuum unit, or a leak in the
vacuum line.
16 On completion of the adjustments and
checks, switch the engine off, disconnect the
timing light and ensure that the distributor
vacuum pipe is securely connected.

Distributor ignition systems (pre-
September 1990 CVH engines with
CFi fuel injection)

Note: When an engine is timed in production
it is set, using a microwave timing system, to
an accuracy of within half a degree. Unless it
is essential, do not remove the distributor or
alter the ignition timing. If no distributor timing
position punch marks are present on the
cylinder head and distributor body flange,

make your own before disturbing the setting
(see illustration 8.2).
17 The method of obtaining correct ignition
timing, with both original punch marks
present, is described in paragraph 3 above.
18 If (due to component renewal) one or both
of the punch marks is missing, an
approximate ignition timing setting can be
obtained to enable starting of the engine by
following the instruction given in Section 8,
paragraph 16.
19 Accurate ignition timing adjustment can
only be carried out using specialised
equipment - this is a task for your Ford dealer
or other suitably equipped specialist. The
reason for this is that the EEC IV engine
management module has to “lock” its internal
ignition advance compensations and its idle
speed control whilst the timing is set. The
“locking” of the EEC IV module is performed
in “self-test” mode when connected to the
Ford STAR test (Self-Test Automatic Readout)
equipment, which is also used to access fault
codes stored in the module memory and
analyse the performance of the system
components. New punch marks should be
made after accurate timing has been carried
out, as necessary.

5B•8 Ignition system

1595Ford Fiesta Remake