Ford Orion. Manual - part 40

5

Ignition system - testing

2

Warning: Because of the high
voltage generated by the ignition
system, extreme care should be
taken whenever an operation is

performed involving ignition components.
This not only includes the ignition module,
coil and spark plug (HT) leads, but related
components such as electrical connectors,
tachometer and other test equipment also.
Note: This is an initial check of the “ignition
part” of the main engine management system,
to be carried out as part of the preliminary
checks of the complete engine management
system (see Chapter 6).
1 If the engine turns over but won’t start,
disconnect the (HT) lead from any spark plug,
and attach it to a calibrated tester (available at
most automotive accessory shops). Connect
the clip on the tester to a good earth - a bolt
or metal bracket on the engine. If you’re
unable to obtain a calibrated ignition tester,
have the check carried out by a Ford dealer
service department or similar. Any other form
of testing (such as jumping a spark from the
end of an HT lead to earth) is not
recommended, because of the risk of
personal injury, or of damage to the ignition
module (see notes above and in Section 4).
2 Crank the engine, and watch the end of the
tester to see if bright blue, well-defined sparks
occur.
3 If sparks occur, sufficient voltage is
reaching the plug to fire it. Repeat the check
at the remaining plugs, to ensure that all leads
are sound and that the coil is serviceable.
However, the plugs themselves may be fouled
or faulty, so remove and check them as
described in Chapter 1.
4 If no sparks or intermittent sparks occur,
the spark plug lead(s) may be defective -
check them as described in Chapter 1.
5 If there’s still no spark, check the coil’s
electrical connector, to make sure it’s clean
and tight. Check for full battery voltage to the
coil at the connector’s centre terminal. Check
the coil itself (see Section 6). Make any
necessary repairs, then repeat the check again.

6 The remainder of the system checks should
be left to a dealer service department or other
qualified repair facility, as there is a chance
that the ignition module may be damaged if
tests are not performed properly.

6

Ignition coil - checking,
removal and refitting

2

Warning: Because of the high
voltage generated by the ignition
system, extreme care should be
taken whenever an operation is

performed involving ignition components.
This not only includes the ignition
module/ECU, coil and spark plug (HT)
leads, but related components such as
electrical connectors, tachometer and
other test equipment also.

Check

1 Having checked that full battery voltage is
available at the centre terminal of the coil’s
electrical connector (see Section 5),
disconnect the battery negative (earth) lead -
see Section 1.
2 Unplug the coil’s electrical connector, if not
already disconnected.
3 Using an ohmmeter, measure the
resistance of the coil’s primary windings,
connecting the meter between the coil’s
terminal pins as follows. Measure first from
one outer pin to the centre pin, then from the
other outer pin to the centre. Compare your
readings with the coil primary resistance listed
in the Specifications Section at the beginning
of this Chapter.
4 Disconnect the spark plug (HT) leads - note
their connections or label them carefully, as
described in Chapter 1. Use the meter to
check that there is continuity (ie, a resistance
corresponding to that of the coil secondary
winding) between each pair of (HT) lead
terminals; Nos 1 and 4 terminals are
connected by their secondary winding, as are
Nos 2 and 3. Now switch to the highest
resistance scale, and check that there is no
continuity between either pair of terminals and
the other - ie, there should be infinite

resistance between terminals 1 and 2, or 4
and 3 - and between any terminal and earth.
5 If either of the above tests yield resistance
values outside the specified amount, or
results other than those described, renew the
coil. Any further testing should be left to a
dealer service department or other qualified
repair facility.

Removal

6 Disconnect the battery negative (earth) lead
(refer to Section 1).
7 Disconnect the coil main electrical
connector and (where fitted) the electrical
connector to the suppressor (see
illustration).
8 The coil can be removed with the HT leads
left attached, in which case disconnect the
leads from their respective spark plugs and
from the location clips in the rocker cover or
air inlet duct (as applicable). If preferred, the
HT leads can be disconnected from the coil.
First check that both the ignition HT leads and
their fitted positions are clearly marked
numerically to ensure correct refitting. Spot
mark them accordingly if necessary, using
quick-drying paint.
9 If disconnecting the leads from the spark
plugs, pull them free by gripping on the
connector, not the lead. To detach the leads
from the ignition coil, compress the retaining
arms of each lead connector at the coil, and
detach each lead in turn (see illustration).
10 Unscrew the Torx-type retaining screws,
and remove the coil from its mounting on the
engine (see illustrations).

5•4 Engine electrical systems

6.10B  Removing the ignition coil from the

CVH engine (leaving the HT leads attached)

6.10A  Unbolting the ignition coil from the

HCS engine

6.9  Disconnecting an HT lead from the

ignition coil (CVH engine shown)

6.7  Disconnecting the multi-plug from the

ignition coil

Refitting

11 Refitting is the reverse of the removal
procedure. Ensure that the spark plug (HT)
leads are correctly reconnected, and tighten
the coil screws securely.

7

Ignition module 
(carburettor engines) -
removal and refitting

1

Removal

1 The ignition module is located on the
engine compartment left-hand inner wing
panel.
2 Disconnect the battery negative (earth) lead
(refer to Section 1).
3 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 illustration).
5 Undo the retaining screws, and remove the
module from the inner wing panel.

Refitting

6 Refitting is the reverse of the removal
procedure. If working on a 1.6 litre CVH
engine model with power steering, air
conditioning and/or automatic transmission,
the following procedure must be followed
before starting the engine.
7 When a new module is fitted, or when
certain carburettor or engine components
have been changed, it is necessary to clear
the module memory and allow it to “learn”
new engine parameters for its correct
operation. This is done as follows.
8 With the ignition switched off, disconnect
the throttle position sensor multi-plug on the
side of the carburettor.
9 Using a short length of wire, bridge the
earth signal terminal and ground terminal in
the wiring multi-plug (see illustration).
10 Locate the ignition module service
connector, which is a small multi-plug (like the

throttle position sensor multi-plug) joined to
the main wiring loom by three wires. The
service connector will be located either
adjacent to the ignition module or on the
engine compartment bulkhead near the
carburettor 

(see illustration).

11 If the service connector multi-plug has a
wire connected to its centre terminal (pin 5),
disconnect the wire.
12 Switch on the ignition, but do not crank
the engine on the starter.
13 Connect one end of a suitable length of
wire to the multi-plug centre terminal (pin 5),
and hold the other end of the wire on a good
earth point for 5 seconds only.
14 Switch off the ignition, and remove the
earthing wire from pin 5 of the multi-plug.
15 Remove the bridge wire from the throttle
position sensor multi-plug, and reconnect the
multi-plug.
16 Start the engine and allow it to idle. The
idle speed will be initially high, but will then
settle back to a stable idle condition.
17 Switch off the ignition and, if pin 5 of the
service connector had a wire connected to it
originally, reconnect the wire.

8

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

1

Removal

1 The ignition module is located on the
engine compartment left-hand inner wing
panel.
2 Disconnect the battery negative (earth) lead
(refer to Section 1).
3 Disconnect the wiring multi-plug from the
module, pulling on the plug, not the wire (see
illustration).
4 Undo the two retaining screws, and remove
the module from the inner wing panel.

Refitting

5 Refit in the reverse order of removal. On
completion, reconnect the battery and restart
the engine.

9

Ignition timing - 
checking

5

The ignition timing is controlled entirely by

the ignition module (acting in conjunction with
the ECU on fuel-injected models), and cannot
be adjusted. The value may vary significantly
if “checked” by simply connecting a timing
light to the system and running the engine at
idle speed.

Not only can the ignition timing not be

adjusted, it cannot be checked either, except
with the use of special diagnostic equipment
(see Chapter 6) - this makes it a task for a
Ford dealer service department.

Engine electrical systems  5•5

7.9  Bridge the earth signal terminal and

ground terminal in the throttle position

sensor multi-plug with a length of wire

(arrowed)

7.4  Multi-plug removal from the ignition

module

7.3  Ignition module showing vacuum hose

and multi-plug arrangement (CVH

carburettor engine shown)

8.3 Ignition module and wiring connection

on the 1.6 litre EFi fuel-injected engine

7.10  Ignition module service connector

(arrowed) and terminal identification

5

10 Crankshaft speed/position

sensor - checking, removal
and refitting

2

Checking

See Section 4 of Chapter 6.

Removal

1 Disconnect the battery negative (earth) lead
(refer to Section 1).
2 For improved access, apply the handbrake,
then jack up the front of the car and support it
on axle stands.
3 If working on the Zetec engine, remove the
starter motor as described in Section 17.
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 (see
illustration).

Refitting

6 Refitting is the reversal of removal.

11 Charging system - general

information and precautions

General information

The charging system includes the

alternator, an internal voltage regulator, a no-
charge (or “ignition”) warning light, the
battery, and the wiring between all the
components. The charging system supplies
electrical power for the ignition system, the
lights, the radio, etc. The alternator is driven
by the auxiliary drivebelt at the front (right-
hand end) of the engine.

The purpose of the voltage regulator is to

limit the alternator’s voltage to a preset value.
This prevents power surges, circuit overloads,
etc., during peak voltage output.

The charging system doesn’t ordinarily

require periodic maintenance. However, the
drivebelt, battery and wires and connections

should be inspected at the intervals outlined
in Chapter 1.

The instrument panel warning light should

come on when the ignition key is turned to
positions “II” or “III”, then should go off
immediately the engine starts. If it remains on,
or if it comes on while the engine is running,
there is a malfunction in the charging system
(see Section 12). If the light does not come on
when the ignition key is turned, and the bulb is
sound (see Chapter 12), there is a fault in the
alternator.

Precautions

Be very careful when making electrical

circuit connections to a vehicle equipped with
an alternator, and note the following:
a)

When reconnecting wires to the alternator
from the battery, be sure to note the
polarity.

b)

Before using arc-welding equipment to
repair any part of the vehicle, disconnect
the wires from the alternator and the
battery terminals.

c)

Never start the engine with a battery
charger connected.

d)

Always disconnect both battery leads
before using a battery charger.

e)

The alternator is driven by an engine
drivebelt which could cause serious injury
if your hand, hair or clothes become
entangled in it with the engine running.

f)

Because the alternator is connected
directly to the battery, it could arc or
cause a fire if overloaded or shorted-out.

g)

Wrap a plastic bag over the alternator,
and secure it with rubber bands, before
steam-cleaning or pressure-washing the
engine.

h)

Never disconnect the alternator or battery
terminals while the engine is running.

12 Charging system - testing

2

1 If a malfunction occurs in the charging
circuit, don’t automatically assume that the
alternator is causing the problem. First check
the following items:
a)

Check the tension and condition of the

auxiliary drivebelt - renew it if worn or
deteriorated (see Chapter 1).

b)

Ensure that the alternator mounting bolts
and nuts are tight.

c)

Inspect the alternator wiring harness and
the electrical connections at the
alternator; they must be in good
condition, and tight.

d)

Check the large main fuses in the engine
compartment (see Chapter 12). If any is
blown, determine the cause, repair the
circuit and renew the fuse (the vehicle
won’t start and/or the accessories won’t
work if the fuse is blown).

e)

Start the engine and check the alternator
for abnormal noises - for example, a
shrieking or squealing sound may indicate
a badly-worn bearing or brush.

f)

Make sure that the battery is fully-charged
- one bad cell in a battery can cause
overcharging by the alternator.

2 Using a voltmeter, check the battery
voltage with the engine off. It should be
approximately 12 volts.
3 Start the engine and check the battery
voltage again. Increase engine speed until the
voltmeter reading remains steady; it should
now be approximately 13.5 to 14.6 volts.
4 Switch on as many electrical accessories
(eg the headlights, heated rear window and
heater blower) as possible, and check that the
alternator maintains the regulated voltage at
around 13 to 14 volts. The voltage may drop
and then come back up; it may also be
necessary to increase engine speed slightly,
even if the charging system is working
properly.
5 If the voltage reading is greater than the
specified charging voltage, renew the voltage
regulator (see Section 14).
6 If the voltmeter reading is less than that
specified, the fault may be due to worn
brushes, weak brush springs, a faulty voltage
regulator, a faulty diode, a severed phase
winding, or worn or damaged slip rings. The
brushes and slip rings may be checked (see
Section 13), but if the fault persists, the
alternator should be renewed or taken to an
auto-electrician for testing and repair.

13 Alternator - 

removal and refitting

1

Removal

1 Disconnect the battery negative (earth) lead
(refer to Chapter 5, Section 1).
2 Apply the handbrake, then jack up the front
of the vehicle and support it on axle stands.
3 Where applicable, undo the two retaining
bolts and remove the drivebelt guard (see
illustration).

Alternator with V-belt drive and
manual adjustment

4 On models fitted with a sliding arm type

5•6 Engine electrical systems

10.5  Crankshaft speed/position sensor

shown removed from engine

10.4  Disconnecting the wiring connector

from the crankshaft speed/position sensor

adjuster strap, unscrew and remove the top
(adjuster) bolt from the strap.
5 On models fitted with a “rack-and-pinion”
type adjuster, unscrew and remove the
central (locking) bolt whilst, at the same time,
loosening the (adjuster) nut.
6 Loosen off, but do not yet remove, the
lower mounting bolts (see illustration), pivot
the alternator inwards towards the engine to
slacken the tension of the drivebelt, then
disengage the drivebelt from the pulleys and
remove it.
7 Where applicable, detach and remove the
alternator heat shield.
8 Where applicable, detach and remove the
phase terminal and the splash cover.
9 Supporting the weight of the alternator from
underneath, unscrew and remove the
mounting bolts. Lower the alternator; noting
the connections, detach the wiring and
remove the alternator from the vehicle (see
illustration).

Alternator with flat “polyvee” belt
drive and automatic adjustment

10 Undo the retaining nuts, and remove the
drivebelt guard.
11 Fit a ring spanner onto the drivebelt
tensioner, and rotate it clockwise to loosen off
the tension from the drivebelt. Note the
routing of the drivebelt, then disengage the
belt from the pulleys and remove it.
12 Remove the bottom guard from the
radiator. This is secured in position by clips or
pop-rivets. In the latter instance, it will be
necessary to carefully drill the rivets out in
order to remove the guard.
13 Position a jack under the radiator support
bracket. The bracket must be partially
lowered on the right-hand side, and although
the coolant hoses should be able to take the
weight and strain of the radiator assembly and
bracket, the jack will prevent the possibility of
an older hose splitting.

14 Unscrew and remove the radiator support
bracket retaining bolts on the right-hand side,
then loosen off (but do not remove) the
securing bolts on the left-hand side.
15 Unscrew and remove the alternator
retaining bolts. Withdraw the alternator from
its mounting bracket, then lower the
radiator/support bracket just enough to allow
the alternator to be removed.

Refitting

16 Refit in the reverse order of removal. Refit
the drivebelt, and ensure that it is correctly re-
routed around the pulleys. Adjust the tension
of the drivebelt (according to type) as
described in Chapter 1.

14 Alternator brushes and

voltage regulator - renewal

3

1 Disconnect the battery negative (earth) lead
(refer to Chapter 5, Section 1).
2 Remove the alternator from the vehicle as
described in the previous Section.

Bosch K1-55A and K1-70A

3 Remove the two screws securing the
combined brush box/regulator unit, and
withdraw the assembly from the rear of the
alternator (see illustrations).
4 Check the brush lengths (see illustration).
If either is less than, or close to, the minimum
specified length, renew them by unsoldering

Engine electrical systems  5•7

13.9  Alternator removal (CVH engine

shown)

13.6  Alternator and lower mounting/pivot

bolts (HCS engine shown)

13.3  Two of the drivebelt guard retaining

bolts (arrowed)

14.3B  Undo the retaining screw 

and . . .

14.3A  Exploded view of the Bosch K1-55A and K1-70A alternators

5

A   Fan
B   Spacer
C   Drive end housing
D   Drive end bearing

retaining plate

E   Slip ring end

bearing

F   Slip ring end

housing

G   Brushbox and

regulator

H   Rectifier (diode)

pack

J   Stator
K   Slip rings
L   Rotor
M   Drive end bearing
N   Spacer
O   Pulley