Ford Orion. Manual - part 12

Cylinder head

Hydraulic tappet bore inside diameter  . . . . . . . . . . . . . . . . . . . . . . . . . .

22.235 to 22.265 mm

Camshaft

Camshaft bearing journal diameter:

Bearing 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

44.75 mm

Bearing 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45.00 mm

Bearing 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45.25 mm

Bearing 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45.50 mm

Bearing 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45.75 mm

Camshaft bearing journal-to-cylinder head running clearance  . . . . . . .

0.033 to 0.058 mm

Camshaft endfloat  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.05 to 0.13 mm

Camshaft thrust plate thickness  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.99 to 5.01 mm

Lubrication

Engine oil type/specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

See Chapter 1

Engine oil capacity  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

See Chapter 1

Oil pressure:

Idling  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.0 bar

At 2000 rpm  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.8 bars

Oil pump clearances:

Outer rotor-to-body  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.060 to 0.190 mm

Inner rotor-to-outer rotor  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.05 to 0.18 mm

Rotor endfloat  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.014 to 0.100 mm

Torque wrench settings

Nm

lbf ft

Oil pump  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 to 11

6 to 8

Oil pump cover  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 to 12

6 to 8

Oil pump pick-up to cylinder block  . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 to 23

12 to 17

Oil pump pick-up to pump  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 to 12

6 to 8

Oil cooler threaded sleeve to cylinder block  . . . . . . . . . . . . . . . . . . . . .

55 to 60

40 to 44

Engine oil drain plug  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

21 to 28

15 to 21

Rear oil seal housing  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 to 11

6 to 8

Flywheel  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

82 to 92

60 to 68

Cylinder head bolts:

Stage 1  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

24 to 40

25 to 30

Stage 2  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

40 to 60

30 to 44

Stage 3  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Angle-tighten a further 90º

Stage 4  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Angle-tighten a further 90º

Crankshaft pulley bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

100 to 115

74 to 85

Camshaft thrust plate  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 to 13

7 to 10

Camshaft toothed belt sprocket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

54 to 59

40 to 44

Timing belt tensioner  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 to 20

12 to 15

Rocker studs in cylinder head  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 to 23

13 to 17

Rocker arms  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

25 to 29

18 to 21

Rocker cover  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 to 8

4 to 6

Inlet manifold  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 to 20

12 to 15

Exhaust manifold  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 to 17

10 to 12

Timing belt cover  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 to 11

7 to 8

Oil pressure switch  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 to 22

13 to 16

Note: Refer to Part D of this Chapter for remaining torque wrench settings.

2B•2 CVH engine – in-car engine repair procedures

1

General information

How to use this Chapter

This Part of Chapter 2 is devoted to repair

procedures possible while the engine is still
installed in the vehicle, and includes only the
Specifications relevant to those procedures.
Similar information concerning the 1.3 litre
HCS engine, and on the 1.6 and 1.8 litre Zetec
engines, will be found in Parts A and C of this
Chapter respectively. Since these procedures

are based on the assumption that the engine
is installed in the vehicle, if the engine has
been removed from the vehicle and mounted
on a stand, some of the preliminary
dismantling steps outlined will not apply.

Information concerning engine/transmission

removal and refitting, and engine overhaul, can
be found in Part D of this Chapter, which also
includes the Specifications relevant to those
procedures.

General description - 
CVH engine

The 1.4 and 1.6 litre CVH (Compound Valve

angle, Hemispherical combustion chambers)

engines are of four-cylinder, in-line, overhead
camshaft type, mounted transversely together
with the transmission at the front of the
vehicle (see illustration).

The crankshaft is supported in five split-

shell type main bearings within the cast-iron
crankcase. The connecting rod big-end
bearings are split-shell type, and the pistons
are attached by interference-fit gudgeon pins.
Each piston has two compression rings and
one oil control ring.

The cylinder head is of light alloy

construction, and supports the camshaft in
five bearings. Camshaft drive is by a toothed
composite rubber timing belt, which is driven

by a sprocket on the front end of the
crankshaft. The timing belt also drives the
water pump, which is mounted below the
cylinder head.

Hydraulic cam followers (tappets) operate

the rocker arms and valves (see illustration).
The tappets are operated by pressurised
engine oil. When a valve closes, the oil passes
through a port in the body of the cam follower,
through four grooves in the plunger and into
the cylinder feed chamber. From the
chamber, the oil flows to a ball-type non-
return valve and into the pressure chamber.
The tension of the coil spring causes the
plunger to press against the valve, and so
eliminates any free play. As the cam lifts the
follower, the oil pressure in the pressure
chamber is increased, and the non-return
valve closes off the port feed chamber. This in
turn provides a rigid link between the cam
follower, the cylinder and the plunger. These
then rise as a unit to open the valve. The cam
follower-to-cylinder clearance allows the
specified quantity of oil to pass from the
pressure chamber, oil only being allowed past
the cylinder bore when the pressure is high
during the moment of the valve opening.
When the valve closes, the escape of oil will
produce a small clearance, and no pressure
will exist in the pressure chamber. The feed
chamber oil then flows through the non-return
valve and into the pressure chamber, so that
the cam follower cylinder can be raised by the
pressure of the coil spring, eliminating free
play until the valve is operated again.

As wear occurs between the rocker arm

and the valve stem, the quantity of oil that
flows into the pressure chamber will be
slightly more than the quantity lost during the
expansion cycle of the cam follower.

Conversely, when the cam follower is
compressed by the expansion of the valve, a
slightly smaller quantity of oil will flow into the
pressure chamber than was lost.

A rotor-type oil pump is mounted on the

timing cover end of the engine, and is driven
by a gear on the front end of the crankshaft
(see illustration). A full-flow type oil filter is
fitted, and is mounted on the side of the
crankcase.

Valve clearances - general

It is necessary for a clearance to exist

between the tip of each valve stem and the
valve operating mechanism, to allow for the
expansion of the various components as the
engine reaches normal operating
temperature.

On most older engine designs, this meant

that the valve clearances (also known as
“tappet” clearances) had to be checked and
adjusted regularly. If the clearances were
allowed to be too slack, the engine would be
very noisy, its power output would suffer, and
its fuel consumption would increase. If the
clearances were allowed to be too tight, the
engine’s power output would be reduced, and
the valves and their seats could be severely
damaged.

The CVH engine employs hydraulic tappets

which use the lubricating system’s oil
pressure automatically to take up the
clearance between each camshaft lobe and
its respective valve stem. Therefore, there is
no need for regular checking and adjustment
of the valve clearances. However, it is
essential that only good-quality oil of the
recommended viscosity and specification is
used in the engine, and that this oil is always
changed at the recommended intervals. If this

advice is not followed, the oilways and
tappets may become clogged with particles of
dirt, or deposits of burnt (inferior) engine oil,
so that the system cannot work properly;
ultimately, one or more of the tappets may fail,
and expensive repairs may be required.

On starting the engine from cold, there will

be a slight delay while full oil pressure builds
up in all parts of the engine, especially in the
tappets; the valve components, therefore,
may well “rattle” for about 10 seconds or so,
and then quieten. This is a normal state of
affairs, and is nothing to worry about,

CVH engine – in-car engine repair procedures  2B•3

1.6  Sectional views showing operation of the hydraulic tappets

A  Valve closed
B  Valve open
C  Plunger

D  Cylinder
E  Feed chamber
F  Non-return valve

G  Coil spring
H  Pressure chamber
J  Body

1.3  Cutaway view of the CVH engine

1.8  CVH engine lubrication circuit

2B

provided that all tappets quieten quickly and
stay quiet.

After the vehicle has been standing for

several days, the valve components may
“rattle” for longer than usual, as nearly all the
oil will have drained away from the engine’s
top-end components and bearing surfaces.
While this is only to be expected, care must
be taken not to damage the engine under
these circumstances - avoid high-speed
running until all the tappets are refilled with oil
and operating normally. With the vehicle
stationary, hold the engine at no more than a
fast idle speed (maximum 2000 to 2500 rpm)
for 10 to 15 minutes, or until the noise ceases.
Do not run the engine at more than 3000 rpm
until the tappets are fully recharged with oil
and the noise has ceased.

If the valve components are thought to be

noisy, or if a light rattle persists from the top
end after the engine has warmed up to normal
operating temperature, take the vehicle to a
Ford dealer for expert advice. Depending on
the mileage covered and the usage to which
each vehicle has been put, some vehicles may
be noisier than others; only a good mechanic
experienced in these engines can tell if the
noise level is typical for the vehicle’s mileage,
or if a genuine fault exists. If any tappet’s
operation is faulty, it must be renewed
(Section 13).

2

Repair operations possible
with the engine in the vehicle

The following major repair operations can

be accomplished without removing the engine
from the vehicle:
a)

Compression pressure - testing.

b)

Cylinder head rocker cover - removal and
refitting.

c)

Timing belt - removal, refitting and
adjustment.

d)

Camshaft oil seal - renewal.

e)

Camshaft - removal and refitting.

f)

Cylinder head - removal and refitting.

g)

Crankshaft oil seals - renewal.

h)

Sump - removal and refitting.

i)

Pistons/connecting rods - removal and
refitting.

j)

Flywheel - removal, inspection and
refitting.

k)

Engine/transmission mountings - removal
and refitting.

Clean the engine compartment and the

exterior of the engine with a suitable
degreasant before any work is done. It will
make the job easier, and will help to keep dirt
out of the internal areas of the engine.

Depending on the components involved, it

may be helpful to remove the bonnet, to
improve access to the engine as repairs are
performed (refer to Chapter 11 if necessary).
Cover the front wings, to prevent damage to
the paint; special covers are available, but an
old bedspread or blanket will also work.

If vacuum, exhaust, oil or coolant leaks

develop, indicating a need for
component/gasket or seal replacement, the
repairs can generally be made with the engine
in the vehicle. The inlet and exhaust manifold
gaskets, sump gasket, crankshaft oil seals
and cylinder head gasket are all accessible
with the engine in place.

Exterior components such as the inlet and

exhaust manifolds, the sump, the oil pump,
the water pump, the starter motor, the
alternator and the fuel system components
can be removed for repair with the engine in
place.

Since the cylinder head can be removed

without lifting out the engine, camshaft and
valve component servicing can also be
accomplished with the engine in the vehicle,
as can renewal of the timing belt and toothed
pulleys.

In extreme cases caused by a lack of

necessary equipment, repair or renewal of
piston rings, pistons, connecting rods and
big-end bearings is possible with the engine in
the vehicle. However, this practice is not
recommended, because of the cleaning and
preparation work that must be done to the
components involved, and because of the
amount of preliminary dismantling work
required - these operations are therefore
covered in Part D of this Chapter.

3

Compression test -
description and interpretation

2

Refer to Section 3 in Part A of this Chapter.

4

Top Dead Centre (TDC) for
No 1 piston - locating

2

1 Top dead centre (TDC) is the highest point
of the cylinder that each piston reaches as the
crankshaft turns. Each piston reaches its TDC
position at the end of its compression stroke,
and then again at the end of its exhaust
stroke. For the purpose of engine timing, TDC

on the compression stroke for No 1 piston is
used. No 1 cylinder is at the timing belt end of
the engine. Proceed as follows.
2 Undo the two retaining bolts and remove
the upper timing belt cover.
3 Apply the handbrake, then raise the vehicle
at the front end and support it on axle stands.
4 Undo the retaining bolts, and remove the
cover from the underside of the crankshaft
pulley.
5 Fit a spanner onto the crankshaft pulley
bolt, and turn the crankshaft in its normal
direction of rotation (clockwise, viewed from
the pulley end) to the point where the
crankshaft pulley timing notch is aligned with
the TDC (0) timing mark on the timing belt
cover. Turning the engine will be much easier
if the spark plugs are removed first (see
Chapter 1).
6 Although the crankshaft is now in top dead
centre alignment, with piston Nos 1 and 4 at
the top of their stroke, the No 1 piston may
not be on its compression stroke. To confirm
that it is, check that the timing pointer on the
camshaft sprocket is exactly aligned with the
TDC mark on the front face of the cylinder
head (see illustrations). If the pointer is not
aligned, turn the crankshaft pulley one further
complete turn, and all the markings should
now align.
7 With the engine set at No 1 piston on TDC
compression, refit the crankshaft pulley cover,
lower the vehicle and refit the upper timing
belt cover.

5

Cylinder head rocker cover -
removal and refitting

1

Removal

1 Disconnect the battery negative (earth) lead
(refer to Chapter 5, Section 1).
2 On 1.4 litre engines, and 1.6 litre
carburettor engines, remove the air cleaner
unit as described in Chapter 4. Disconnect the
crankcase ventilation hose from the rocker
cover.
3 On 1.6 litre EFi engines, disconnect the HT
leads from the spark plugs, then detach them

2B•4 CVH engine – in-car engine repair procedures

4.6B  Camshaft sprocket timing mark

aligned with the TDC mark on the front

face of the cylinder head

4.6A  Crankshaft pulley notch (arrowed)

aligned with the TDC (0) mark on the

timing belt cover

from the air inlet duct and the rocker cover.
Position them out of the way. Loosen off the
retaining clips, and detach the air inlet hose
and the breather hose from the air inlet duct.
Also detach the crankcase breather hose from
the rocker cover. Undo the two retaining
bolts, and remove the air inlet duct from the
top of the rocker cover (see illustration).
4 Undo the two bolts retaining the upper half
of the timing belt cover, and remove it.
5 Referring to Chapter 4 for details,
disconnect the accelerator cable from the
throttle linkage and from the adjuster bracket
above the rocker cover. Position the cable out
of the way.
6 Where applicable, disconnect the choke
cable from the carburettor, referring to
Chapter 4 for details.
7 Unscrew and remove the rocker cover
retaining bolts and washers, then lift the cover
from the cylinder head. Note that a new
rocker cover gasket will be needed on
refitting.

Refitting

8 Before refitting the rocker cover, clean the
mating surfaces of both the cylinder head and
the cover.
9 Locate the new gasket in position, then fit
the cover retaining bolts and washers. Ensure
that the grooves in the plate washers are
facing upwards as they are fitted (see
illustrations). Tighten the cover retaining

bolts to the specified torque wrench setting.
Refer to Chapter 4 for details on reconnecting
the accelerator cable, choke cable, air inlet
duct and air cleaner (as applicable).
10 Refit the timing belt cover and reconnect
the battery earth lead.

6

Inlet manifold - 
removal and refitting

4

Warning: Petrol is extremely
flammable, so take extra
precautions when disconnecting

any part of the fuel system. Don’t smoke,
or allow naked flames or bare light bulbs in
or near the work area. Don’t work in a
garage where a natural gas appliance
(such as a clothes dryer or water heater) is
installed. If you spill petrol on your skin,
rinse it off immediately. Have a fire
extinguisher rated for petrol fires handy,
and know how to use it.

Removal

1 A single-piece cast-aluminium inlet
manifold is used on all CVH engines except
1.6 EFi models, which have a two-piece
manifold comprising an upper and lower
section bolted together.
2 On CFi and EFi models, depressurise the
fuel system as described in Chapter 4.

3 Disconnect the battery negative (earth) lead
(refer to Chapter 5, Section 1).
4 Remove the carburettor or CFi unit (as
applicable) as described in Chapter 4.
5 On EFi models, remove the air inlet duct
and disconnect the accelerator cable from the
throttle linkage (see Chapter 4).
6 On EFi models, remove the fuel injectors
and fuel rail (see Chapter 4).
7 Noting their locations, disconnect the
coolant, vacuum and breather hoses from the
manifold.
8 Disconnect the wiring multi-plugs from the
engine sensors at the inlet manifold.
9 Undo the retaining bolts, and withdraw the
manifold from the cylinder head. Note the
location of the engine lifting bracket and earth
lead, where fitted (see illustration). Remove
the gasket.
10 With the manifold removed, clean all
traces of the old gasket from the mating
surfaces of the manifold and the cylinder
head.

Refitting

11 Refitting is the reversal of removal. Use a
new gasket, and tighten the retaining bolts to
the specified torque (see illustration). Refit
the remainder of the components with
reference to the appropriate Chapters of this
manual.

7

Exhaust manifold - removal,
inspection and refitting

1

Note:  Never work on or near a hot exhaust
system and in particular, the catalytic
converter (where fitted).

Removal

1 The exhaust manifold is secured to the
cylinder head by studs and nuts, and is
similarly attached to the exhaust downpipe. A
metal shroud is bolted to the manifold, to
direct exhaust-heated air into the air 
inlet system when the engine is cold. Access
to the exhaust manifold retaining nuts is

CVH engine – in-car engine repair procedures  2B•5

5.9B  Rocker cover retaining bolts and

plate washers

5.9A  Fitting a new gasket to the rocker

cover

5.3  Air inlet duct-to-rocker cover

attachment bolt on 1.6 litre EFi 

fuel-injected engine

6.11  Always use a new gasket (arrowed)

when refitting the inlet manifold

6.9  Inlet manifold retaining bolt securing

the engine lifting bracket and earth lead

2B