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ENGINE 1

OPERATIONS

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~ Ford Parts a'nd Service Division

;,. Technical Training
 IMPORTANT SAFETY NOTICE I~
Appropriate service methods and proper repair procedures are essential for the [Link], reliable op~ration of all motor ve~[Link],
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 . • To prevent serious burns, avoid contact with hot metal parts
such as the radiator, exhaust manifold, tail pipe, catalytic
• Use safety stands whenever a procedure requires you to converter and muffler.
be under the vehicle.
• Be sure that the ignition switch is always in the OFF posi­ • Do not smoke while working on the vehicle .
tion, unless otherwise required by the procedure .
• Set the parking brake when working on the vehicle. If you
• To avoid injury, always remove rings, watches, loose hang­
have an automatic transmission, set it in PARK unless in­
ing jewelry, and loose clothing before beginning to work
structed otherwise for a specific service operation . If you
on a vehicle. Tie long hair securely behind your head .
have a manual transmisslon , it should be in REVERSE
(engine OFF) or NEUTRAL (engine ON) unless instructed
otherwise for a specific service operation . • Keep hands and other objects clear of the radiator fan
blades. Electric cooling fans can start to operate at any
• Operate the engine only in a weH-ventilated area to avoid
time by an increase in underhood temperatures, even
the danger of carbon monoxide.
though the ignition is in the OFF position. Therefore, care
• Keep yourself and your clothing away from moving parts should be taken to ensure that the electric cooling fan is
when the engine is running , especially the fan and belts. 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
 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
Manual Trans- Automatic
Engine Engine Suspension Electrical Climate mission and Transmis­
STST Performance Repair & Steering Systems Control Drive Train sion and Brakes Pre-Delivery
Drive Train
Curriculum 31 32 33 34 35 36 37 38 39
Electrical Systems
(5 days)t
Xl 0 0 X Xl 0 X Xl 0
Gas Engine Operations
(4 days)t X X
Electronic Engine Control
(5 days)'] X
Advanced Engine
Performance X
(2 days)t
Diesel Engine Operations
(4 days)t 02 X2
Engine Repair
(4 days) 0 X
Suspension
(2 days)t X
Steering
(2 days)t X
Brake Systems
(2 days)t X
Climate Control Systems
(3 days)t X
Manual Transmission
(2 days) X
Rear Axle & Drlveshaft
(1 day) X
NVH
(1 day)t X X
Automatic Transmission
Rear-wheel Drive
(5 days)t
X
Automatic Transmission
Front-wheel Drive X
(5 days)]
Automatic Transmission
Advanced Diagnostics
(2 days)
X
Pre-Delivery
(1 day)t 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) 5
Cylinder Balance Thst 11
Idle Speed Control Bypass Air 12
Malfunction Indicator Lamp 12

CAR ENGINES .. , . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . 13
1.3L Engine-Carbureted ...................................................... 15
1.3L Engine-EFI , , 15
1.6L Engine-EFI , ' 17
1.9L Engine-CFI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.9L Engine-EFI , ,.. 18
2.2L Engine-EFI 18
2.3L aRC Engine-EFI 18
2.3L aRC 'Iurbo Engine-EFI 19
2.3L RSC and RSO Engine-EFI 19
2.5L RSC Engine-CFI 20
2.9L Engine-EFI 20
3.0L Engine-EFI 21
3.8L RWD Base Engine-SEFI 22
3.8L FWD Engine-SEFI 27
3.8L Supercharged Engine-SEFI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
to 5.0L Engine-SEFI ,. . . . . .. . .. 41
5.0L RO Engine-SEFI 41
5.8L Engine-Carbureted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

TRUCK ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
2.3L aRC Engine-EFI , 45
2.9L Engine-EFI 47
3.0L Engine-EFI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
4.9L Engine-EFI 48
5.0L Engine-EFI 49
5.8L Engine-EFI , 49
7.3L Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 50
7.5L Engine-EFI 50
 TABLE OF CONTENTS

3.0L SHO ENGINE OPERATION

INTRODUCTION 53

SPECIFICATIONS 54

SPECIAL FEATURES ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 54

ENGINE OPERATION 55

AIR INTAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 55

DESCRIPTION 56
SURGE TANK ASSEMBLIES 56
Intake Runners .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Intake Air Control (LAC) System 56

FUEL SYSTEM 60
DESCRIPTION 60
VEHICLE FUEL SYSTEM 61
ENGINE FUEL SYSTEM SERVICE HIGHLIGHTS , , 61
Assembly Procedures ,...................................... 61
Left Side Fuel Rail Subassembly 61
Right Side Fuel Rail Subassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Injector Installation , , ,........... 62
Fuel Charge Wiring Assembly " , , .. . . . .. . . .. 64

WBRICATION SYSTEM , ,........... . ............ 65

OIL FLOW , " , 66
LUBRICATION SYSTEM MAJOR COMPONENTS 68
LUBRICATION SYSTEM SERVICE HIGHLIGHTS 70
General Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Oil Pressure Check . . . . . , , . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . , . . . . . . . . . .. 70
Replacement of Engine Oil and Filter 70
Oil Pump Service ,., ,.,, , . . . . . . . . . . . . . . . . . . . . . . . .. 71
Cleaning 72
Inspection 72
Lubrication System Component Installation Highlights 73
Baffle and Beam Installation , 73
Oil Strainer and Oil Pan Installation . , , 74

COOLING SYSTEM 76
SYSTEM DESCRIPTION , 76
COOLING SYSTEM OPERATING PROCEDURES , . . . ... . . . . . . . . . . . . . . . . . . . . . . 77
COOLING SYSTEM SERVICE 78
Water Pump Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . 78
Water Outlet Housing Installation ... . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Thermostat Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . ., . 80
Hose Installation 80

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 TABLE OF CONTENTS

CYLINDER BLOCK SERVICE 81

CRANKSHAFT, MAIN AND THRUST BEARINGS 81
Main and Thrust Bearing Assembly ;- . 82
Piston and Connecting Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Piston and Connecting Rod Assembly Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Flywheel Installation 85

CYLINDER HEAD AND VALVE TRAIN 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
Valve Adjustment Procedure 101
Cylinder Head Cover Installation 103

ENGINE ACCESSORY DRIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

ACCESSORY INSTALLATIONS 107
Power Steering Pump Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 107
AIC Compressor and Alternator Installation 107
Idler Pulley Subassembly 1 Installation 108
Idler Pulley Subassembly 2 Installation .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
V-Ribbed Belt Installation 109

EXHAUST SYSTEM 110

COMPONENT INSTALLATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 111
Right Side Exhaust Manifold Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Left Side Exhaust Manifold Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
EGR System Installation (California Only) 111

ENGINE ELECTRICAL, WIRING AND UPPER ENGINE COMPONENTS . . . . . . . . . . . . . . . . . .. 113

INSTALLATION TECHNIQUES 113
Installation of Ignition Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 113
Ignition Coil Installation 113
Spark Plug Wire Installation 114
Intake System Assembly Installation 115

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 TABLE OF CONTENTS

SHO ENGINE CONTROLS

ENGINE CONTROLS 117
INTRODUCTION 117

NON-ELECTRONICALLY CONTROLLED SYSTEMS 118

POSITIVE CRANKCASE VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
EXHAUST SYSTEM CATALYST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 120

ELECTRONICALLY CONTROLLED SYSTEMS 120

EGR SYSTEM 122
FUEL SYSTEM , 124
System Description 124
Component Descriptions 124
Fuel Injectors 124
Fuel Pressure Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 125
Fuel Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Mass Airflow Meter 126
Idle Speed Control Valve 127
Throttle Body Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 127
Fuel Supply Manifold (Fuel Rail Assembly) 127
Air Intake Manifold 128
Fuel System Checks and Adjustments 129
Fuel Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 129
Base Idle Adjustment 130
DISTRIBUTORLESS IGNITION SYSTEM (DIS) '" 131
System Description 131
Sensor Description 134
System Diagnostics 135
Preliminary Checks 136
Equipment 136
DIS Cable Attachment 137
DIS Diagnostics .. .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139

MAINTENANCE SCHEDULES 151

MAINTENANCE SCHEDULE A 151
MAINTENANCE SCHEDULE B 152

3.0L SHO ENGINE SPECIFICATIONS 153

3.0L SHO ENGINE TORQUE SPECIFICATIONS 155

SPECIAL TOOLS 158

iv
 INTRODUCTION

This training reference book contains information procedures and diagnostic techniques, refer to
about the 1989 Gasoline and Diesel Engines, Ford Shop Manuals, 'Thchnical Service Bulletins
Emission Controls and Related Systems for cars and related service publications.
and light trucks manufactured by Ford Motor The first section in the book will contain
Company. This year the book contains both car GENERAL INFORMATION that pertains to
and truck new model information. The new model significant highlights. The remaining sections are
information will be separated into two books. This divided by engine displacement. Refer to the
book pertains to technicians with Engine applicable shop manual for further information
Operations specialties, as well as those with and service procedures.
Engine Controls specialties (3.0L SHO Engine
only). The remaining Engine Controls information OBJECTIVES
can be found in the Engine Controls technicians
After studying this technician's reference book,
reference book, Order No. 0901-057. In this
you should be able to:
operations book, car engines will precede truck
engines. The only exception is the 3.0L Super • Describe each domestic and import engine for
High Output (SHO) engine. This engine will be the 1989 model year.
covered in its entirety following truck engines. • Summarize the engine and related system
This advanced service information is designed to changes for 1989.
help you service new model cars and trucks with
confidence and maintain Ford customer • Know which changes will affect your specific
satisfaction. area of repair.
Read the entire book, paying particular attention • Identify and explain new systems and
to items that affect your repair area. Remember, components.
however, that these training books only highlight • Reference new EEC service codes that have
key changes. For complete details on service been added to the 1989 model year.

1
 GENERAL INFORMATION

ENGINE EMISSION APPLICATION CHART - CAR

Catalyst(s) Idle
Car Vehicle Fuel System Electronic EGR Secondary Ignition Speed
Engine Application Type Location Type Eng Ctrl System Air System System Control
1.3L Festiva TWC UB 2V EEC EEGR PA UIC TK
1.3L Festiva TWC UB EFI EEC None None UIC BPA
1.6L Tracer TWC UB EFI EEC None None UIC BPA
1.9L Escort TWC Close Mount CFI EEC·IV PFE None TFI·IV DCM
TWC
1.9L Escort GT COC DBUB EFI EEC-IV BVT Dual PA TFI-IV BPA
2.2L Probe TWC UB EFI EEC BVT None UIC BPA
2.2L Turbo Probe GT TWC UB EFI EEC EEGR None ESA BPA
TB
2.3L OHC Mustang TWC UB EFI EEC-IV EEGR None TFI·IV BPA
2.3L OHC , TWC UB
Turbo XR4Ti EFI EEC-IV Ported ·None TFI-IV BPA
2.3L HSC TWC
TempolTopaz COC DBUB EFI EEC-IV PFE PA TFI-IV BPA
TWC
2.3L HSO Tempo/Topaz COC DBUB EFI EEC-IV PFE PA TFI-IV BPA
2.5L TWC
HSC Taurus COC DBUB CFI EEC-IV EEGR PA TFI-IV DCM
CT (MT)
2.9L Scorpio TWC UB EFI EEC-IV EEGR None (AT) TFI-IV BPA
3.0L (2) TWC TB
SHO Taurus TWC UB SEFI EEC-IV PFE None DIS BPA
None
3.0L Taurus/Sable TWC UE EFI EEC-IV Calil·PFE None TFI-IV BPA
Thunderbird/Cougar (2) TWC TB
(RWD) TWC UB SEFI EEC·IV PFE None TFI-IV BPA
3.8L Continental (2) TWC TB
(FWD) TWC UB SEFI EEC·IV PFE None TFI-IV BPA
Taurus/Sable (2) TWC TB
(FWD) TWC UB SEFI EEC-IV PFE None TFI-IV BPA
3.8L Thunderbird/Cougar (2) TWC TB
SIC (RWD)
TWC UB SEFI EEC-IV PFE None DIS BPA
Ford/Mercury (2) TWC TB
5.0L
Town Car (2) COC UB SEFI EEC-IV EEGR MTA TFI-IV BPA
5.0L Mustang/Mark VII (2) TWC TB
HO (2) COC UB SEFI EEC-IV EEGR MTA TFI-IV BPA
Ford Mercury
5.8L (Canada) (2) TWC 7200·W
Ford Police COC DaUB FBC, Ford MCU IBP MTA UIC TSP
ABBREVIATIONS:
AM (1), AM (2) = Air Management (1), (2) EFI = Electronic Fuel Injection REDOX = Reduction-Oxidation
BPA = Bypass Air EGR = Exhaust Gas Recirculation SEFI = Sequential EFI
BVT = Back Pressure Variable Transducer ESA = Electronic Spark Advance TB = Toe Board
CFI = Central Fuel Injection HO = High Output TFI = Thick Film Ignition
COC = Conventional Oxidation Catalyst HSC = High Swirl Combustion TK = Throttle Kicker
CT = Conventional Thermactor IBP = Integral Back Pressure TSP = Throttle Solenoid Positioner
DBUB = Dual Brick Underbody MA = Mass Air TWC = Three-Way Catalyst
DCM = D.C. Motor MCU = Microprocessor Control Unit UB = Underbody
DIS = Distributorless Ignition System MIg = Manufacturer UE = Under Engine
DP = Dual Plug MTA = Managed Thermactor Air UIC = Universal Ignition Control
OS = Dura-Spark II OHC = Overhead Cam V = Venturi
EEC = Electronic Engine Control PA = Pulse Air W = Variable Venturi
EEC·IV = Electronic Engine Control System-IV PFE = Pressure Feedback Electronic EGR
EEGR = Electronic EGR Valve (Sonic) PSIN = Pressure Sensitive Injector Nozzle

2
 GENERAL INFORMATION

ENGINE APPLICATION CHART

1989
CARLINE > U; U; U; U; 0
U; U;o ::I: 0
U;o fIl 0 0 U; U; U; U; U; U; U; U; >
N W 0 W W WID Ou; WID ::I: fIl fIl W W W o We We W W W -I>
W ::I: ::I:U; fIl~ fIl fIlO co'
fIl::l: fIl;: fIl;:
ENGINE -I -I -I -I -I -I -10:: -IW -10:: -I -I -10 -I -I -IfIl -I -1::1:LOgN
... ... ... ...O! ...O!
CO! CO! ~ N N::)
M
M::)
C'Ii C'lil­ C'Ii
M
C'lil­ C'Ii
M
C'Ii
~
N
en
C'Ii
c ~fIl ~u. ~o:: co
C"i M M M C"i
C!
It)
C!
It)
,..
APPLICATION

FESTIVA X X

TRACER X

ESCORT X X

PROBE X X

XR4Ti X

TAURUS/SABLE X1 X X, X

SCORPIO X

TEMPOfTOPAZ X X

MUSTANG X X

THUNDERBIRD/
COUGAR X X

MARK VII X

CROWN VICTORIN
GRAND MARQUIS X

POLICE AND
CANADA (CROWN X
VICTORIA)

CONTINENTAL X

TOWN CAR X

x, =TAURUS ONLY

3
 GENERAL INFORMATION

ENGINE EMISSION APPLICATION CHART - TRUCK

Catalyst(s) Idle
Truck Vehicle Fuel System Electronic EGR Secondary Ignition Speed
Engine Application Type location Type Eng Ctrl System Air System System Control
TWC
2.3L OHC Ranger TWC DBUB EFI EECIV EEGR None DIS BPA
2.9L TWC
Ranger/Bronco II TWC (2) SBUB EF I EEC-IV None None TFI-IV BPA
[Link] TWC
Ae rostar TWC (2) SBUB EFI EEC-I V None None TFI -IV BPA
4.9L E-Series/F-Series TWC UB #1 MTA!
Bro nco (2) COC UB #2 EFI EE C-IV EGR AM1 , AM2 TFI-IV BPA
E-Series/F-Series TWC UB #1 MTA/
5.0L Bronco (2) COC UB #2 EFI EEG-IV EG R AM1 , AM2 TFI-IV BPA
E-Series/F-Series TWC UB #1 MTA!
5.8L Bronco (2) CO C UB #2 EFI EEC-IV EGR AM3, AM2 TFI-IV BPA
Truck Over 8500 GVW
TWC UB #1 MTA/
4.9L E-Series/F-Series COC UB #2 EFI EEC-IV EGR AM 1, AM2 TFI-IV BPA
MTA!
5.8L E-Series/F-Series REDOX UB EFI EEC-IV EGR 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) EFI = Electronic Fuel Injection REDOX = Re duction-Oxidation
BPA = Bypass Air EGR = Exhaust Gas Recirculation SBUB = Single Brick Underbody
BVT = Back Pressure Variable Transducer ESA = Electronic Spark Advance SEFI = Sequential EFI
CFI = Central Fuel Injection HO = High Output TB = Toe Board
COC = Conventional Oxidation Catalyst HSC = High Swirl Combustion TFI = Thick Film Ignition
CT = Conventional Thermactor IBP = Integral Back Pressure TK = Throttle Kicker
DBUB = Dual Brick Underbody MA = Mass Air TSP = Throttle Solenoid Positioner
DCM = D.C. Motor MCU = Microprocessor Control Unit TWC = Three-Way Catalyst
DIS = Distributorless Ignition System MIg = Manufacturer UB = Underbody
DP = Dual Plug MTA = Managed Thermactor Air UE = Under Engine
DS = Dura-Spark " OHC = Overhead Cam UIC = Universal Ignition Control
EEC = Electronic Engine Control PA = Pulse Air V = Venturi
EEC-IV = Electronic Engine Control System-IV PFE = Pressure Feedback Electronic EGR W = Variable Venturi
EEGR = Electronic EGR Valve (Sonic) PSIN = Pressure Sensitive Injector Nozzle

ENGINE APPLICATION CHART

1989
ir ...;j
w
w
TRUCKLINE (.) ir ir ir
W
ir ir rJl ir
W W W W W W
:J:Q.
00 ...;j ...;j ...;j ...;j ...;j is ...;j
ENGINE en c en c co III
...;j
COli M ~ Lri Lri
...;j
C') ...:
APPLICATION
C')
COli ...:

RANGER X
RANGER/BRONCO II X
AEROSTAR X
E-SERIES/F-SERIES X X X X X
BRONCO X X X,

x, = UNDER 8500 GVW

4
 GENERAL INFORMATION

DISTRIBUTORLESS IGNITION SYSTEM On the 3.0L SHO and the 3.8L SIC SEFI
(DIS) engines, the CID sensor supplies the ECA with
• This is a brief description of the DIS system. cylinder #1 identification. On the 3.0L SHO and
It is covered in greater detail in the New Model 3.8L SIC it is driven by the camshaft, while the
Engine Controls technicians reference book, 2.3L DP is crankshaft driven.
Order No. 0901-057. This information is an DIS Operation
overview of DIS components and basic
operation. • PIP and CID sensors are Hall Effect devices
receiving information from specially designed
• All but three Ford and Lincoln-Mercury rotary vane cups or cutters. The electrical
gasoline engines are equipped with the signals are produced from vanes passing by the
conventional TFI-IV (Thick Film Ignition) sensors. The Hall Effect sensor switches
module or universal design distributor. Three between detecting a vane or a window from a
engines are equipped with the new rotating cup. This alternating action produces
,r distributorless ignition system (DIS). They are a signal which is then interpreted by both the
the 2.3L Dual Plug (DP) Ranger, 3.0L Super DIS Module and the ECA (refer to Figures 1
High Output (SHO), and the 3.8L and 2).
Supercharged (SIC) engines. As the name
implies, it is distributorless, with no rotor or • The DIS Module then controls coil firing from
distributor cap. The new system includes two ECA commands similar to the way the TFI­
familiar sensors: the Profile Ignition Pickup IV module does. The ECA controls dwell (spark
(PIP) sensor and the Cylinder Identification advance and retard) depending on the operating
sensor (CID). conditions and demands placed on the engine.

Profile Ignition Pickup Sensor (PIP) • The DIS system features other major design
improvements. The coils and the spark towers
• The DIS PIP sensor is operationally the same are one solid state unit which takes the place
as the TFI-IV PIP. The DIS PIP sensor is of the distributor cap, rotor, and single coil.
different in appearance and location. It is driven
by the crankshaft and sets base timing for the • There is one coil for every two cylinders. Each
DIS module and the ECA. coil fires two spark plugs at the same time. The
plugs are paired so that as one plug fires during
Cylinder Identification Sensor (CID) the compression stroke, the other fires during
• The CID sensor supplies cylinder #1 the exhaust stroke and vice-versa. The spark

r identification to the DIS Module for correct

firing order on start up for the 2.3L EFI engine.
in the exhaust stroke is wasted, but very little
of the coil energy is lost.

5
 GENERAL INFORMATION

ROTATION

HALL
EFFECT
DEVICE

VANE WINDOW
1. HALL EFFECT DEVICE

ROTARY VANE CUP

CRANK
SPEED
I TDC

NORMAL FLUX
PATH

2. MAGNETIC FLUX FIELD

.-.---­ WINDOW HALL

EFFECT
DEVICE

CID
CUP VANE

SHUNTED FLUX VANE

PATH

3. HALL EFFECT DEVICE RESPONSE TO VANE

Figure 1. 2.3L Dual Plug Hall Effect Device and Cups

6
 GENERAL INFORMATION

ROTATION HALL EFFECT

DEVICE

PERMANENT
MAGNET
VANE WINDOW

1. HALL EFFECT DEVICE

ROTARY VANE CUP

CID PERMANENT
CUP MAGNET
HALL EFFECT
NORMAL FWX DEVICE
PATH
VANE WINDOW
2. MAGNETIC FLUX FIELD

HALL
EFFECT
DEVICE

I PIP
CUP

SHUNTED FLUX VANE

WINDOW PATH

3. HALL EFFECT DEVICE RESPONSE TO VANE

Figure 2. 3.0l SHO and 3.8l SIC Hall Effect Device and Cups

7
 GENERAL INFORMATION

DIS Advantages • There are some differences between DIS

• Some important advantages with a systems on car and truck engines. These
Distributorless Ignition System are: differences will be discussed in detail in the
Engine Controls book. Also, there are training
- Completely solid state (no moving parts materials available on the DIS system, DIS
subject to wear) Components and Operation and 'Iechnician's
- Reduced repair and maintenance cost for the Video Reference Guide, Order No. 2105-003-PCB.
consumer Figures 3, 4 and 5 show system schematics of
the 2.3L DP, 3.0L SHO, and the 3.8L SIC
- Timing requires no adjustment
Distributorless Ignition System.
- 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 f-=-----=-=:..:..:..:....~---I RPM
• PROVIDES 11
IGNITION LOS TACHOMETER

~
al IGN GND
>0
U
0. CAM
.5: SHAFT
w-L . -, SENSOR
(CID)

CYL 1·5 IGNITION

/" ---­ ------.
CRANKSHAFT
SENSOR
"­

Y
COIL (PIP)

o rr=~~ --'
EECIV
MODULE
IGNITION FUNCTIONS:
• CALCULATES
SPARK ANGLE
• DETERMINES COIL
TURN ON AND
FIRING TIME

Figure 4. 3.0L SHO Distributorless Ignition System (DIS)

FUNCTIONS :
• SELECTS COIL (S)
• DRIVES COIL (S) EECIV
• DRIVES TACH MODULE
• PROVIDES IGNITION FUNCTIONS:
IGNITION LOS • CALCULATES
1 12 IDM RPM SPARK ANGLE
2 11 • DETERMINES COIL
4 TURN ON AND
TACHOMETER FIRING TIME
5
I­
::J
1-::0. 0 DIS IGNITION MODULE
iC(­ 0.
alo. rn
> 0
u

---------­
' /~RANKSHAFT
SENSOR
•

(PIP)

Figure 5. 3.8L Supercharged Distributorless Ignition (DIS)

9
 GENERAL INFORMATION

DISTRIBUTORLESS IGNITION SYSTEM • DIS Diagnostic Harness, Rotunda 007-00044

(DIS) DIAGNOSTIC HIGHLIGHTS (Figure 6). Also contained in this harness
REMEMBER, Before Starting Diagnosis: package is a DIS Diagnostic Harness
schematic along with three EEC-IV Breakout
• Visually inspect the engine compartment to Box Overlays. These Overlays are necessary for
ensure that all vacuum hoses and spark plug DIS diagnosis. Each engine equipped with DIS
wires are properly and securely connected. has its own EEC-IV Breakout Box Overlay
• Examine all wiring harnesses and connectors (2.3L Dual Plug, 3.0L SHO, and 3.8L SIC).
for insulation damage, andlor burned,
• Remote Starter Switch
overheated, loose, or broken conditions.
• Timing Light, Rotunda 059-00006
• Be certain the battery is fully charged.
• EEC-IV Breakout Box, Rotunda
• 'Iurn all accessories off. T83L-50-EEC-IV (Figure 6).
• Spark timing adjustments are not possible on • DIS Module Tester (Optional), Hickok Model
the DIS system. 600. This tester contains 12 Light Emitting
OBTAIN THE FOLLOWING TEST Diodes (LED), 12 test jacks, and an interface
EQUIPMENT OR EQUIVALENT label. It monitors signals in and out of the DIS
Module. It is hand held and self contained.
• Spark Plug Firing Indicator, Champion C'P436
• DIS Coil/Sensor Tester (Optional), Hickok
• Spark Gap Tester, special service tool Model 601. This tester is similar to the module
D81P-6666-A tester except it monitors the coils and the
• Volt-ohmmeter, Rotunda 014-00407 sensors.
• 12 Volt 'lest Lamp

INPUT MODULE OUTPUT MODULE

TEE P1 TEE
1 12 P4 . P3 FOR 4 CYL
DIS MODULE DUAL PLUG
APPLI CATION
LEFT COIL 6 7
P12 .--:­ ---,---- - - ,
TEE (i======:'=::::ii===;r==~~ FOR 4 CYL DUAL
P10 P9 PWG APPLICATION
r--------r
FOR 4 CYL
DUAL PLUG RIGHT
APPLICATION P14 P13 COIL TEE
CID TEE ON FOR PIP ON
6 CYL · 6 CYL OR
APPLICATION PIP/CID ON FOR 6 CYL
4 CYL APPLICATION
BATT· XD-------=::=II APPLICATIONS
BATT + x,>------/ 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
• The Cylinder Balance 'lest has been improved other; this time by a smaller percentage of
and can only be performed on SEFI equipped RPM drop than the first test run. The purpose
engines. The purpose of this test is to assist the of the smaller percentage check on the second
technician in finding a weak or noncontributing test is to determine how weak the problem
cylinder. The test is entered by depressing and cylinder is. For example, if the injector is shut
releasing the throttle within two minutes after off and there is little or no RPM drop by the
the engine running Self-lest Code(s) have been engine then the cylinder is weak or
output. noncontributing. The problem cylinder from the
first test may pass the second test indicating
• Once the test is entered, the engine is allowed that it is weaker than the rest of the cylinders.
to stabilize (constant idle). Next, injector If the problem cylinder fails the second test it
number 8 (or 6, depending on the engine being can be checked one more time by again a lesser
tested) is shut off and tested. Injector 8 (or 6) RPM percentage.
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
• The RPM drops for each cylinder are then Output. If the cylinder that failed test one and
checked to see if they all fall within a certain test two passes test three, then it is considered
percentage. If all the cylinders fall within very weak. If the cylinder fails all three tests
specifications, then a " Code 90" is output it is considered to be a noncontributing
indicating that all cylinders pass the test. If a cylinder.
specific cylinder does not fall within
specifications, codes will be issued for that • This improved cylinder balance test also allows
cylinder. for normal aging characteristics of engine
components to ensure an accurate test on new
• The test can be repeated a second time if the and older SEFI engines.
throttle is depressed and released within two
minutes of the last code output. Again, RPM • Codes associated with the Cylinder Balance
test for SEFI engines are as follows:

Code Fault Description

10 Detects a problem in cylinder No.1. Cylinder 1 is weak or a noncontributing

KOER cylinder.

20 Detects a problem in cylinder No.2. Cylinder 2 is weak or a noncontributing

KOER cylinder.

30 Detects a problem in cylinder No.3. Cylinder 3 is weak or a noncontributing

KOER cylinder.

40 Detects a problem in cylinder No.4. Cylinder 4 is weak or a noncontributing

KOER cylinder.

50 Detects a problem in cylinder NO.5. Cylinder 5 is weak or a noncontributing

KOER cylinder.

60 Detects a problem in cylinder No.6. Cylinder 6 is weak or a noncontributing

KOER cylinder.

70 Detects a problem in cylinder No.7. Cylinder 7 is weak or a noncontributing

KOER cylinder.

11
 GENERAL INFORMATION

Code Fault Description

80 Detects a problem in cylinder NO.8. Cylinder 8 is weak or a noncontributing
KOER cylinder.

77 Operator error. A step was performed wrong in the

KOER cylinder balance test. When the cylinder
balance is being performed the throttle must
stay constant. This also pertains to the
dynamic response test.

90 No fault. All cylinders pass the test.

KOER

Note: KOER = Key On Engine Running

IDLE SPEED CONTROL IN 1989

In 1989, all Air Bypass Valves have an integral • How the "MIL or Check Engine" Light
diode that replaces a diode formerly located in the operates:
engine harness. It is important that only new Air System OK
Bypass Valves with the integral diode be used on
"89" vehicles which have the diode deleted from The light will remain on with the key on and the
the harness. The new Bypass Valves can be engine off. Once the vehicle is started, the
identified by the new Part No. E9** -9F715- **. MIL/Check Engine Light will go out.
These new Bypass Valves can be used on earlier System Not OK
model engines which contain the diode in the
harness without problems. However, if the engine If the MIL/Check Engine Light should remain on
does not have the diode in either the harness or after the vehicle is started, run Quick 'lest and
the Bypass Valve, it is very possible that the service any codes. If the self-test has a pass code,
vehicle will experience driveability problems. 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
If the vehicle is a no start, run Quick 'lest to Step
to Festiva, Tracer, Probe, XR4Ti or Scorpio
vehicles. 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 If the Check Engine Light never comes on, go to
"CHECK ENGINE" LIGHT Quick 'lest Step 7.0, Diagnostic By Symptom
• MIL is mandatory on all Ford California (Volume H).
vehicles and optional for the 49 states and
• When in Self-lest, the MIL/Check Engine Light
Canada for 1989.
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,
• If such a fault occurs, the EEC-IV processor Probe, and Scorpio, the Electronic Engine
will substitute a value(s) for the failing circuit Controls are referred to as EEC and not EEC­
and continue operating. This process is called IV. Volume H contains no infonnation on these
Failure Mode Effects Management (FMEM). four vehicles. All information on these vehicles
In some cases this action may result in a slight is in their designated Shop Manuals.
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)
Displacement 3,Ol (182CID) Main Bearings 4
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 1-4-2-5-3-6
Bore &.Stroke 89mm x 80mm (3.5 inchx3.1 inch) Oil Fill .4.2L (4.5 quarts) without filter
DOHC, 4 Valves per cylinder 4.7L (5.0 quarts) with filter
Valve Trilln
Engine Weight (220 kg) 485 Ibs.
Engine Control EEC-IV

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 • Exhaust Emissions - Dual catalyst system , Pressure
valves per cylinder (24 valves total) and two intake Feedback EGR (PFE) system (California only),
ports per cylinder Positive Crankcase Ventilation (PCV) system

• Fuel Induction - Six intake port-mounted electro­ • Valve Train - Belt and chain drive DOHC, 4 valves
mechanical fuel injectors supplied by an in-tank high per cylinder with shim type valve adjustment,
pressure pump "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 • Crankshaft - 60 degree offset pins, 80mm stroke,
aluminum oil pan with low oil level sensor 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
• Accessory Drive - Two belt poly-vee drive system Control (lAC) valve opens and closes secondary
"jackscrew" automatic adjustments runner
• 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

THROTTLE POSITION
IDLE SPEED CONTROL (ISC) SENSOR

SURGE TANK CONNECTOR

Figure 56. Air Intake Control System

55
 AIR INTAKE SYSTEM

DESCRIPTION Intake Runners

The air intake system (Fig. 56) is the most noticeable Each cylinder has two intake ports, one for each valve.
and visually impressive engine system that is immedi­ The surge tank assemblies attach to the intake ports by
ately visible upon opening the hood. The primary fea­ means of individual runners . These runners have two
ture of the air intake system is the dual surge tank/dual designations, primary and secondary. The primary
runner design. The surge tanks are fed air by a single runner is long and comes from the surge tank on the
throttle body that faces toward the left side of the vehi­ opposite side of the engine. The primary runner has no
cle. Two EEC-IV controlled components are mounted obstructions or throttling mechanisms . The secondary
on the throttle body. These are the Idle Speed Control runner is short and originates from the surge tank that is
(lSC) Valve and the Throttle Position (TP) Sensor. 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
SURGE TANK ASSEMBLIES when maximum performance is desired, above approx­
imately 4000 rpm. The extra air is channeled through
Attached to the throttle body are the right and left side an air horn which reduces turbulence and effectively
surge tank assemblies . These surge tank assemblies run improves low- and mid-range performance.
along each bank of cylinders and conduct air to the
intake runners. At the front of the engine, the surge
Intake Air Control (lAC) System
tanks are attached to each other by the surge tank con­
nector. The length of the plenums and their large size The butterfly valves are opened by means of an Intake
allows the maximum volume of air required by the Air Control (lAC) Valve (Fig. 57) . This solenoid-oper­
engine to be available at any time. In addition, the ated valve is actuated by the EEC-IV system when the
design of the surge tank reduces the amount of air engine accelerates to speeds above approximately 4000
turbulence so that a smooth flow and even amount ofair rpm (Fig. 58).
is admitted to the runners.

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 CLOSES lAC VALVE OPENS.

•

TORQUE

1600 2400 3200 4000 4800 5600 6400 (RPM)

ENGINE SPEED

Figure 58. lAC Valve Opening and Closing Points

57
 AIR INTAKE SYSTEM

Actual movement of the butterfly valves is caused by an adequate supply of vacuum to open the valves at the
engine vacuum routed by hoses to two vacuum actua­ proper moment, there is a small vacuum reservoir in
tors . There is one vacuum actuator for each bank of the system. This reservoir is dedicated to the lAC sys­
cylinders. The acutators control movement of a shaft tem and does not supply other vacuum-operated sys­
on which the butterfly valves are mounted. To assure tems (Fig. 59).

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 STAY
v·
(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
The SHO engine is equipped with multi-port Sequen­ damper is to reduce pressure pulsations in the fuel line
tial Electronic Fuel Injection (SEFI) (Fig. 61). Fuel is caused by the pumping action of the electric fuel
injected through six electro-mechanical fuel injectors pump . By damping the pressure pulsations, a uniform
that are flow matched to provide uniform fuel delivery. pressure is available to the fuel injectors . Fuel pressure
Injector pulse width is controlled by the ECA based on should be between 230-270 kPa (33-39 psi) with the
input sensor information. engine off and the ignition switch in the ON position.
Injectors are mounted on a machined aluminum fuel
rail. The fuel pressure regulator also mounts on the

CAP
FUEL PRESSURE
~SCHRAEDER
REGULATOR
UNION BOLT V
~ ~[Link].25X2DBOLT
VALVE

GASKETNO.3
FUEL
RETURN
~GASKETNO., ~~={
til
CONNECTOR

~ FUEL PRESSURE ~ •
e PULSATION
. DAMPER . .~
DAMPER l~
~GASKET <,
SUPPLY ~~o.;:r.?:\c> ~~
.
FUEL ~~ .' GASKET NO.1
I
INLET

GASKET NO.2 .
I
.
~ ~
/"/.. -:
d // c-: • ~ ~
\
.
~
e____
/.G:'-l M8 x 1.25 x 30
BOLT (4) PLACES
~ SPACER (4)
II

A
I?~ " ~ \~ ~ I PLACES
GASKET NO.1.~../\ • '\ . ~ ~ . ! FUEL INJECTOR

FUElRAll(l) /0 .: . ~~ ~ . SET

O'RING~~lf I~~. .
GROMMET ~ . ~ ~

INSULATOR ~ .~.
FRONT OF ENGINE

_ / ~©
-i-: ~~'f~
6~r;
o~i1\\J c ~"
~~7 ~ .> -,
'/ V~ <9~/ \ \
..;/. "~"'fu ~
Figure 61. Engine Fuel System

60

---------~ . _ . _ . __._ - -- - -- -­
 FUEL SYSTEM

VEHICLE FUEL SYSTEM Right Side Fuel Rail Subassembly

The vehicle fuel system is typical of other Taurus Install the fuel pressure damper assembly with the fuel
models. The fuel pump is electric and is mounted in pressure damper gasket, fuel line feed, and fuel pipe
the fuel tank. Also, an inertia switch is used. The iner­ gasket No. 1 to the right side fuel rail subassembly
tia switch is mounted in the trunk on the inner rear (Fig. 63). Tighten the fuel pressure damper to 25-34
wheel housing on the left side. N·m (18-25 lb-ft).

ENGINE FUEL SYSTEM SERVICE

FUEL PRESSURE
HIGHLIGHTS 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 FUEL FEED
and the installation of the fuel injectors. During instal­ LINE
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 FUEL
are shown in Figure 61. Note that some gaskets are RAIL
identified as Gaskets 1, 2 or 3. These gaskets must be RIGHT SIDE
properly installed, in the correct position. They are
Figure 63. Right Side Fuel Rail Subassembly
different sizes and are made of different materials.

Assembly Procedures
To assist in identifying the fuel system gaskets, refer to
left Side Fuel Rail Subassembly the following chart (Fig. 64).

Install the fuel pressure regulator with fuel line gasket

No.3, fuel return line, and fuel line gasket No.2 to GASKET IDENTIFICATION
the left side fuel rail subassembly (Fig. 62). Tighten Description 0.0. 1.0. thickness Remarks
the fuel pressure regulator to 25-34 Nun (18-25 lb-ft). Fuel Line 0.63 in 0.47 in 0.04 in
Copper
Gasket 1 (16 rnm) (12 mm) (1.0 mm)
Fuel Line 0.75 in 0.49 in 0.13 in I.D. is rubber-

Or--.
~ REGULATOR
FUEL PRESSURE
Gasket 2
Fuel Line
(19 mm) (12.4 mm)
0.S7in 0.57 in
(3.2 mm)
0.04 in
coated.

Copper
Gasket 3 (22 mm) (14.5 mm) (1.0 mm)

Figure 64. Gasket Identification

~.rr=======
~ GASKET 3
6
FUEL RETURN ~~ GASKET NO.2
LINE .. ~~:
n -' ~

- -- " " 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
Prior to installing a fuel injector (Fig. 65) into the fuel the left side. Tighten these bolts to 16-23 Nvm (12-17
rail check the a-rings for deterioration and replace lb-ft) .
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 FUEL PRESSURE

V
SCHRAEDER VALVE
M2C39 or equivalent) to the a-ring to prevent bind­

~~~~~
ing. As the injector is being installed, turn it back and
forth slightly.

~ 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 FUELRAIL
GASKETS (4) ~ CONNECTOR

FUEL RAIL
SPACER

Figure 66. Fuel Rail Connector

When attaching the fuel rail connector to the fuel rails,

Figure 65. Fuel Injector Installation
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
Installation of the fuel rails to the cylinder head should to 25-34 N·m (18-25 lb-ft).
begin with left rail . During installation, install the
three insulators for the injector into the holes of each With the rail connected, install the fuel pressure sch­
cylinder head. Place two spacers for the fuel rail on raeder valve assembly. Tighten the schraeder valve to
each cylinder head prior to installation . 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

FUEL RAIL DAMPER
to match injector numbers with the wire har­ (3 PLACES)
ness identification numbers. RAIL SUB·ASSY
FUEL RH
After installation of the fuel pipe subassembly, the
bolts holding it to the right cylinder head cover should WHITE PAINTED
MARKING
be tightened to 6.3-9.4 N·m (4.6-6.9Ib-ft). (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.

Installation of the fuel rail dampers (Fig. 68) begins by FRONT OF

ENGINE
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

The lubrication system of the SHO engine is designed sure relief valve that relieves pressure at 4 + 0.4 kg/
to provide optimum oil flow through the entire operat­ cm2 (56.88 ± 5.68 psi). The oil pump is capable of
ing range (Fig. 70). The heart of the system is a posi­ operating at an extremely high capacity from idle
tive displacement trochoidal gear driven oil pump that through the maximum rpm limit. Note the following
is mounted on the front of the engine and is driven by chart (Fig. 71). It shows the oil pump capacity and
the crankshaft. The oil pump contains an integral pres­ pressure at high and low rpm's.

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 4,000

min. 3 min. 46
Capacity I/min (gpm)
(.8) (12.15)
1.5 3
Pressure kg/cm 2 (psi)
(21.33) (42.66)
4±OA
Pressure Relief Valve (56.88
Opening Pressure 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
Oil flow through the engine is as follows (Fig. 72): feeds connecting rods Nos. 2 and 4. Journal No.3
feeds connecting rods Nos. 3 and 5. The main gal­
1. Oil is drawn into the oil pump through the strainer
lery has two supply oil passages drilled through
in the sump.
the block and cylinder head. The passage from
2. Oil is pumped to the filter assembly on the side of journal No.2 feeds oil to the left cylinder head .
the block. The passage from journal No.3 feeds oil to the
right cylinder head .
3. Oil leaves the filter and enters an oil cooler.
7. In the cylinder head, oil is provided to the cam
4. Oil enters the main oil gallery where it is distrib­ timing chain tensioner, camshaft journals and to
uted to the crankshaft main journals. the cam lobes, lifters and valve stems.

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 FRONT OF
STRAINER ENGINE

#2 #3 #1 #4

EBB MAIN JOURNAL

Figure 72. lubrication System Flow

66
 LUBRICATION SYSTEM

A schematic of the oil flow path can be seen in the

block diagram (Fig. 73).

RIGHT BANK LEFT BANK

r-­
CAM VALVE
LIFTER VALVE
STEM
CAM VALVE
LIFTER VALVE
STEM
---, I
I
I I
I I
I I
I
I I
I I
I
r- -- CAMSHAFT JOURNAL CAMSHAFT JOURNAL - - - i
I I
I I
I
I
I
L _ ___ J
. I
I
I
I
I
I
I
I
I
I
I
MAIN OIL HOLE I
I
I
I
I
I
I
-------, RELIEF VALVE
OIL PRESSURE SWITCH r----.. . . .--~ V 1.5-2.0 kg/em 2
0.32-0.53 kg/em 2 ? (21.5-28.5 psi)
I
(4.5-7.5 PSI)
_ _ _ _ _ _ _ _ -.JI
RELIEF
VALVE r-------­
4 ± 0.4 kg/em21 ....-_ _..1.-_ _ --,

OIL PUMP
~

OIL PAN

Figure 73. Lubrication System Block Diagram

67
 LUBRICATION SYSTEM

LUBRICATION SYSTEM MAJOR The oil cooler must be properly positioned on the cylin­
COMPONENTS der block. This is accomplished with an alignment stay
on the oil cooler and a positioning pin on the cylinder
There are several special components and locations to block. These must be in contact with each other as
be aware of on the SHO engine lubrication system . As shown (Fig. 75).
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 COOLER 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.

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
Figure 74. Oil Cooler 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.

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 - - - CAP
MAIN
~~~~l~!f:;
II=::O~-~ BAFFLE

~~J--- MAIN
~-::::-=1 CAP
BEAM

~
I

Figure 76. Main Cap Baffle

NOTE: The purpose of the crankshaft bearing OIL PAN

cap beam is to provide a rigid support for the BAFFLE
lower part of the engine. This extra support
reduces vibration and engine noise.

Figure 77. Oil Pan Baffle

69
 LUBRICATION SYSTEM

LUBRICATION SYSTEM SERVICE 2. Replace the oil filter.

HIGHLIGHTS
- Using an oil filter wrench, remove the oil filter.
General Service
- Clean and inspect the oil filter installation sur­
When checking engine oil, the level should be between face on the oil cooler.
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 - Apply a light coat of clean engine oil to the
mark. In addition, check the oil quality. There should gasket of the new oil filter (FL400-A).
be no evidence of water or other signs of deterioration.
Replace oil at the recommended service intervals, or if - Install the new oil filter. Tighten it 3/4 turn, by
hand, after the seal contacts the oil cooler sur­
there is evidence of deterioration.
face.
Oil Pressure Check
3. Fill with the recommended engine oil, API SG/
Oil pressure is checked by removing the oil pressure CC, SAE 5W-30. Note that SG is a new API
switch right rear side of the engine and installing an oil (American Petroleum Institute) category that re­
pressure gauge. At normal operating temperature the places SF as the top of the line oil.
oil pressure should be above the specifications on the - Clean and install the oil drain plug with a new
chart (Fig. 78). gasket.
More than - Tighten the oil drain plug to 20-33 Nvm (14-25
Standard OIlPreasure: kgfcm 2 psi kPa lb-ft).
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
Replacement of Engine Oil and Filter
capacity (Fig. 79).
Use the following procedure to change the engine oil.
Oil Capacity Qts Liters lmp-qts
1. Drain engine oil. Without oil filter change 4.5 32 3.7
With oil filter change 5.0 4.7 4.2
- Oil filler cap should be removed during the Dry filJ 6.0 5.8 5.1
draining.
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

Oil Pump Service If extensive engine repair is required, it is recom­

mended that the oil pump be disassembled, cleaned and
The special tools to be aware of for use in servicing the inspected. Note that individual components at the oil
lubrication system are included in the Front Crank pump are not serviceable. If any part of the oil pump
Seal/Gear/Damper set, T89P-6701 (Fig. 80). They are requires replacement, replace the complete pump as­
used to remove the crankshaft gear to gain access to sembly .
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

T88T-6701·A2 T86P·6701·A

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, Figure 82. Radial Clearance
replace the pump. Inspect the rotor for nicks, burrs
or score marks. Remove small imperfections with 4. With the rotor assembly installed in the housing,
crocus cloth. place a straightedge over the rotor assembly and
the housing (Fig. 83). Measure the side clearance
2. Measure the inner rotor tip clearance (Fig. 81). (rotor end play) between the straightedge and the
Inner to outer rotor tip clearance must be within rotor and outer race. Inspect the relief valve spring
specification (see specifications below) with the to see if it is collapsed or worn. Check the relief
feeler gauge inserted and the rotors removed from valve spring tension. If the spring tension is not
the pump housing. 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.

/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, • Outer and Inner Rotor Tip Clearance: 0.06-0.l8mm
measure the radial clearance between the outer ro­ (0.0024-0 .0071 in.)
tor and the housing (Fig. 82).
• 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 Baffle and Beam Installation

Installation Highlights
During installation of the baffle and beam , be aware of
Other important features to be aware of during service the directional arrow on the crankshaft bearing cap
include installation of the baffle and crankshaft bearing beam and the torque specifications for the attaching
cap beam, oil pump and rear oil seal carrier , oil screws (Fig. 84). Also, note that one of the oil pan
strainer, and also the oil pan and oil level sensor . baffle screws must be tightened with the oil strainer in
place.

MAIN CAP BAFFLE

(A5841)
:I\'"I
~ '\\')
,~,'\(
TO BE TIGHTENED WITH OIL STRAINER

M8 x 1.25 x (15-24 N"m/11-17 LB·FT)

BOLT HEXAGON HEADWIWAVE(8) PLACES

~ /

M8x 1.25x25
- - - - BOLT, FLANGE (20-32 N·m/15·24 LB-FT)
(8) PLACES
ARROW MARK POINTING
FORWARD ,'; -- - - - - - _ _-.::::~~~

@
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 DRAIN PLUG ---~
21-33 N·m (15-25 lb-ft).
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
• Oil pan baffle plate. Tighten bolts to 6.5-9.5 N·m continuous bead of Ford Silicone Sealer E3AZ-19562­
(56-82 lb-in). 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
NOTE: The oil pan should be installed on the
holes (Fig. 86).
cylinder block within 10 minutes after the sili­
cone sealer is applied because the sealing abil­ The front and rear oil pan gaskets must be inserted into
ity of the silicone deteriorates after the surface the grooves provided on the bottom of the oil pump and
has begun to harden. 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
FRONT OF ENGINE BEAD

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
6
quence shown (Fig . 88). Tightening specifications for
the oil pan fasteners are 16-23 N·m (12-17 lb-ft).

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 cooling system (Fig . 89) includes a radiator, water the water outlet connection housing at the opposite end
circulating pump and a cooling fan which is activated of the engine. The thermostat ensures rapid engine
by the integrated relay control module. Also included warm-up , restricting coolant flow at lower operating
in the cooling system is a separate coolant recovery temperatures . It also assists in keeping the engine oper­
reservoir which is located beside the radiator and aids ating temperature within predetermined limits .
in maintaining the correct volume of coolant.

~~
WATER • " .fj
OUTLET ~'
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

WARNING: THE ENGINE ELECTRIC
and permanent coolant/antifreeze fluid such as Ford
COOLING FAN MAY COME ON AT ANY
Cooling System Fluid E2FZ-19549-AA or equivalent
TIME WITHOUT WARNING EVEN IF THE
(cooling system fluid must meet Ford Specification
ENGINE IS NOT RUNNING.
ESE-M97B44-A). Note that the addition of more water
than recommended will raise the freezing protection
temperature and weaken the corrosion inhibitors. Re­
COOLING SYSTEM OPERATING
fer to the Shop Manual specifications for the cooling
PRINCIPLES
system capacity.
Coolant flow through the system is determined by cool­
NOTE: The cooling system must be main­ ant temperature (Fig. 90). When the coolant is cold, the
tained with the correct concentration and type thermostat is in the closed position and the coolant flow
of antifreeze to prevent corrosion damage. 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
The electric radiator cooling fan motor is mounted be­ into the radiator. The coolant flows through the radia­
hind the radiator. The integrated relay control module tor tubes and is cooled by air passing over the cooling
actuates the fan when the coolant reaches a specified fins assisted by the cooling fan. Coolant is then circu­
temperature, and/or when the air conditioning clutch is lated from the radiator outlet tank through the water
activated, if so equipped. pump and into the cylinder block to complete the cir­
cuit.

THROTTLE
BODY

'r / THERMOSTAT
/~- TORADIATOR
~~'fiATER
~ . OUTLET

j =ltL-b
"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 temperature, and/or when the engine reaches a speci ­
rise in the system. When the limiting system working fied temperature. On vehicles equipped with air condi­
pressure is reached, the pressure relief valve in the tioning , the cooling fan motor is activated whenever
radiator cap is lifted from its seat and allows coolant to the air conditioning clutch is engaged.
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 COOLING SYSTEM SERVI CE
age.
Wate r Pump Installation
When system temperature and pressure drop, the cool­
ant con tracts in volume and the pressure in the radiator Install the water inlet and water inlet gasket to the wate r
is reduced , resulting in a partial vacuum. The coolant pump (Fig . 91). Tighte n these bolts to 8.5-13 Nvrn (6­
in the recovery tank the n flows back into the radiator 9.5 Ib-ft).
through the vacuum relief valve in the rad iator filler
Install the water pump and water pump gasket 2 with
cap.
the bolts and stud bo lt on the cylinder block. Tighten
The integ rated relay control module activates the coo l­ the two bolts to 16-23 Nvrn (12 -17 lb-ft).
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
Prior to installation, the water outlet housing must be BODY
subassembled .

1. Install the engine coolant temperature sensor to

the water outlet housing and tighten to 17-24 N ·m WATER OUTLET
HOUSING NO.1
(12-18 Ib-ft) (Fig. 92) .

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

~ ENGINE
WA TER OUTLET
HOUSING

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
- Place the gasket on each cylinder head .
water outlet No.1.
- Install the subassembled water outlet housing
- Coat the water bypass pipe No. 1 gasket with
and tighten the attaching nuts to 16-23 N ·m (12­
soapy water or similar liquid .
171b-ft) .

NOTE: Do not use engine oil as the lubricant. - As the water outlet housing is installed , insert
the water bypass pipe into the water pump , tak­
ing care not to damage the gasket.
- Insert the water bypass pipe No.1 into the water
outlet housing. - Clamp the hose at water outlet No.1.

79

.--- - _.
 COOLING SYSTEM

Thermostat Installation Hose Installation

1. Remove any dust and foreign materials from the Hoses should be installed as indicated (Fig. 95). Note
outside of the water outlet housing flange (Fig. that the heater hose (water bypass hoses 6 and 7 which
94). act as the throttle body warmer) must be subassembled
on the throttle body. Therefore, when installing the
2. Fit the water outlet housing gasket to the thermo­
intake system on the cylinder heads, insert the hoses to
stat. Take care not to damage the gasket.
the water outlet housing. Also, when water bypass hose
3. Align the jiggle valve of the thermostat with the No.2 from the oil cooler is clamped to the ignition coil
upper bolt of the water outlet housing and insert mount, take care not to break the resin coating on the
the thermostat in the water outlet housing. clamp.

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).

JIGGLE
WATER OUTLET VALVE
HOUSING NO.2 ~.

WATER
OUTLET
THERMOSTAT 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

This section details the information required to prop­ Note the location of the major components (Fig. 96).
erly service the cylinder block components including The main bearing caps are numbered and should be
the crankshaft, crankshaft bearings, main caps, pis­ assembled with the ID numbers pointing toward the
tons, connecting rods and the flywheel. front of the engine. The caps are identified by the num­
bers I through 4 from front to rear.
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
The main bearing used in the SHO engine are steel­ journals I and 4. They are slightly wider than the style
backed copper lead with a tin overlay. The upper bear­ 2 bearings that are used on the inner main journals 2
ings are grooved. The lower bearings are plain. The and 3.
main caps are made of ductile cast iron and are retained
with llmm diameter main cap bolts and stud bolts. The The thrust bearings are placed on either side of main
crankshaft is a forged carbon steel design with five journal 3. Note that the lower thrust bearings are
fully machined counterweights. 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
THRUST BEARING·LOWER
NO. 2 LOWER

THRUST BEARING UPPER _o:=d~~~::;

MAIN BEARING
~
NO.1-UPPER

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
To assemble the crankshaft into the cylinder block with bearing cap No.3 with the bearing grooves toward
the main and thrust bearings properly positioned, use the crankshaft.
the following procedure:
6. Apply a coat of oil to the bearing cap bolts and
1. Install the upper main bearings into the cylinder tighten them in the proper sequence (Fig. 97) in
block . Note that the grooved main bearing halves two steps. Tighten bearing caps in the following
are used in the block. manner:

2. Oil all the upper bearing surfaces with clean engine

• First Step: 49-69 N·m (36-51Ib-ft)
oil.
• 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 After assembly, confirm that the crankshaft can rotate
mgs. 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.
The pistons used in the SHO engine are of a cast alumi­ Also note that there is a letter mark on the rod and cap
numdesign with valve reliefs cut for each of the valves . that assures that the cap is correctly installed on the
Connecting rods are made of forged steel. Identifica­ rod.
tion of the pistons is as follows (Fig. 98):
NOTE: The "KO~' designation is a manufac­
• Pistons have directional arrows which must point to
the front of the engine.
turing number. It should only be used as a
directional reference by Ford Technicians. It is
• There are indicators that show which side goes to­ used on other components, in addition to the
ward the exhaust side of the engine. rod caps.

• There are indicators which show if the piston is used

A special point to note is that connecting rods are not
on the right or left bank.
numbered from the factory. They are stamped by
Piston compression rings should be positioned as indi­ weight and size. To assure the connecting rods and
cated with the chamfered edge on the inside top. The their respective caps go back in the same cylinder they
"R" marking should also be on the top of the ring. On should be marked prior to disassembly.

PISTON RIGHT BANK

IDENTIFICATION TOWARD
MARKS 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 2. Apply a light coat of engine oil on the piston, pis­
Procedures 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 3. Position the piston ring gaps around the piston as
pin from the connecting rod and piston using the Pis­ shown (Fig. 100).
ton Pin Remover/Replacer D89P-6135-A or equivalent
(Fig. 99). Be sure to follow the procedure outlined in OIL RING
the Shop Manual. UPPER TOP RING
SIDE RAIL

PISTON PIN
DRIVER
D89L-6135-A 1

OIL RING
2ND 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 - First Step: 30-35 Nvm (22-26Ib-ft)
bearing fits in the groove ofthe connecting rod and
cap. - Second Step: 45-50 N·m (33-36Ib-ft)

84
 CYLINDER BLOCK SERVICE

7. Check connecting rod side clearance as outlined in 2. Install the flywheel on the crankshaft.
the Shop Manual .
3 . Attach Flywheel Holding Tool T74P-6375-A or
8. Install the crankshaft bearing cap beam on the equivalent to prevent the flywheel from rotating
caps. The directional arrow on the beam must during the tightening procedure.
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.

rI
102):

- Stage 1: 39-59 N·m (29-43 Ib-ft)

- Stage 2: 69-78 N·m (51-58 lb-ft)

Figure 101. Installing the Crankshaft Figure 102. Flywheel Bolt Tightening Sequence
Bearing Cap Beam

6. Wipe out surplus oil around bolts and any oil that is
Flywheel Installation present on the flywheel surface contacting the
clutch disc .
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) • Left and right bank intake camshafts are driven by a
and valve train (Fig . 104) are the Dual Overhead Cam­ timing belt.
shaft (DOHC) and 4 valves per cylinder design. Other
features include: • 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
• Valves are actuated by "bucket" type shim adjusta­ of the engine. There is no stretch criteria to check for
ble lifters. ifthe bolts are being reused.

• 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)

INTAKE VALVE SEAL LEFT

(6571-A) BANK
(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 T59L-100-B
sembly, including timing. These procedures must be SLIDE HAMMER
precisely executed for the engine to perform to its max­ T89P·6510·D
imum potential.

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 Figure 105. Valve Stem Oil Seal Remover
beneath the seal, allowing it to be pulled off the end of
the valve guide.

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 1/2 INCH
T89P-6510-C DRIVE
SOCKET
HANDLE
VALVE
SPRING
COMPRESSOR
T89P-6565-A

Figure 107. Valve Spring Compressor

During installation of the valve assemblies, lubricate

VALVE STEM
SEAL the valves, valve stems and valve guides using clean
engine oil. During installation of the valve springs,
Figure 106. Valve Stem Seal Installation make sure that the end of the springs with the wide
pitch (painted yellow) is facing upward (Fig. 108).

During installation , take care not to allow the seal to be WIDE PITCH
inclined on the valve guide . It must be fully seated . (YELLOW)
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.

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 Camshaft, Timing Chain and Chain Tensioner
prior to the camshafts. Use the following procedure to Installation
install the lifters:
Proper installation of the camshaft, timing chain and
- Lubricate the lifters, lifter bores and valve tips with chain tensioner are critical and must be performed pre­
clean engine oil prior to installation. cisely using the following procedures:

- 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
- Place the adjusting pad on the lifter with the numbers timing mark outward.
down. This prevents them from wearing off.
- Align the timing mark of the sprocket with that
A special point to note is that the valve guides in this of the camshaft .
engine are serviceable. Valve guides are removed
using Valve Guide Remover T89P-651O-A (Fig . 109). - Tighten the two bolts by hand, then tighten to
Installation of the valve guide is accomplished using 14-18 Nvrn (l0-131b-ft).
the same tool along with Valve Guide Replacer
Adapter T89P-6510-B.

TIMING
MARK
(CAMSHAFT)

VALVE GUIDE Figure 110. Installing Chain Sprocket to Camshaft

REMOVER
T89P-6510·A
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 LEFT

CHAIN
TENSIONER
Jl-+-~
CHAIN
GUIDE
~ CQJ irts\\[{J0
Figure 113. Chain Tensioner and Guide Identification

90
 CYLINDER HEAD AND VALVE TRAIN

- Rotate the camshafts approximately 60 degrees

NOTE: There are directional arrow marks on .
counterclockwise .
the camshaft bearing caps. These arrow
- Place the chain tensioner between the two marks should point to the front of the engine.
sprockets (Fig . 114) .
- Install the camshaft oil seals using the Camshaft
- Place the two camshafts with the chain and Seal Protector and the Camshaft Seal Expander
chain tensioner on the right side cylinder head. T89P-6256-B and Camshaft Seal Replacer
T89P-6256-A (Fig. 115).

f i CAMSHAFT SEAL REPLACER

T89P·6256·A

, iI 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
R the oil seal shoulder as shown (Fig. 116).

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 - Install and tighten the No. 1 camshaft bearing
in.) thick , ofFord Silicone Sealer E3AZ-19562­ caps while holding the oil seal in position with
A or equivalent to the No. I bearing caps (Fig. Camshaft Seal Replacer T89P-6256-A .
117).
- 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 5. Install the camshaft bearing caps on the left side
tensioner on the cylinder head and tighten the using the same procedures as for the right cylinder
retaining bolts to 15-19 N·m (l1-14Ib-ft). head.

- Rotate the camshaft approximately 60 degrees NOTE: Install the left side bearing caps while
clockwise, then check the alignment of the tim­ compressing the chain tensioner by hand to
ing mark of the chain and sprockets. 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 6. Using a plastic hammer, lightly tap the valve stem
(Fig. 119). tip to ensure a proper fit.

NOTE: Location of the left side chain ten­ CYLINDER HEAD AND GASKET
sioner and guide are opposite those of the INSTALLATION
right side.
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.

i i CHAIN

, i
TENSIONER

I I

LEFT SIDE FRONT OF ENGINE

Figure 119. Left Side Chain Tensioner, Guide Figure 120. Cylinder Head Gasket
and Timing Chain

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 4. Install the cylinder head bolts and washers and
sealing: tighten them in two steps (Fig. 121 ) :

1. Completely remove all foreign materials or oil -Firstt049-69N·m(36-51Ib-ft)

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 NOTE: During cylinder head service and
cylinder block. Use the dowel pins to align both the installation the intake ports should be taped
gasket and head. closed to prevent parts or foreign materials
from falling in.

RIGHT
BANK

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,
PULLEY,CRANKSHAFTDAMPER gasoline, water or steam.
AND TIMING BELT INSTALLATION
• Keep the belt in a cool and dark room for long term
MARK ON BELT (BLUE)-----.
storage.

• 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 .
TIMING MARK Install the nut and washer and tighten the nut
ON CRANKSHAFT slightly.
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;:---
~ r ~,.~~/'-
r /

2. Install the crankshaft sensor and crankshaft

~
\ {f\.~\
~ ~

~;~~ ~
sprocket {Fig. 125). \

- Attach the crank sensor to the oil pump and tem­

porarily tighten the attaching screws.
TIMING
- Install the straight key on the crankshaft. BELT COVER
NO.4 TIMING
(6E006) BELT COVER
- Apply a thin film of grease on the crankshaft NO.5
(6E006)
then push the crankshaft sprocket into position .

- With a feeler gauge, adjust the gap between the Figure 126. Installing Timing Belt Covers
Nos. 4 and 5
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 6. Install timing belt covers 2 and 1 (Fig. 128).
the cyUnder head (Fig. 127). Temporarily install
the timing belt on the crankshaft pulley and ten­ - While holding the timing belt, place timing belt
sioner. cover No.2 onto the engine. Tighten the atta­
ching bolts to 8.8 N·m (5.8Ib-ft).

MARK - Set the crankshaft sensor wire seal into the

TOWARD
CYLINDER
groove of belt cover No.2.
HEAD
- 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
SCREW, NUT AND WASHER
T82L-6316-A camshafts with their "KOA" embossed marks
facing upward.
Figure 129. Installing the Crankshaft Damper - Set Cam Position Tool T89P-6256-C over the
camshaft flats to assure they are properly
- Install flywheel holding tool T74P-6375-A to fix aligned (Fig. 131). If the tool fits properly it
the flywheel. means that camshaft timing is correct. This is
essential to proper engine operation.
- 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 Figure 133. Timing Belt Tensioning
the octagonal portion of the camshaft with an
adjustable wrench. Tighten bolts to 21-25 N·m
(15-18 lb-ft) .

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 AT "0"
NOTE: If the yellow mark passes the zero
mark, rotate the crankshaft less than two rev­
olutions again. Never rotate the crankshaft
counterclockwise.

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 On the camshaft shutter, set the protrusion of the shut­
Mark with Zero ter in the cavity on the right side exhaust camshaft.
Tighten the camshaft shutter bolts (2) to 1.5-2.5 N·m
- Tighten the timing belt tensioner attaching nut (13-22 lb-in)
to 34-50 N·m (25-37 lb-ft).
Install the camshaft position sensor assembly to the
- Rotate the crankshaft clockwise and align the right side cylinder head. Tighten the two bolts retain­
white mark of the crankshaft pulley with the ing the position sensor to 7 .1-11 Nvm (5.2-7.8Ib-ft).
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

TAPPET
COMPRESSOR
T89p·6500-A
... L_ _-PAD /

~------ 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 TAPPET

camshaft and edge of the valve lifter, then remove HOLDE~OO_A ~
the Tappet Compressor (Fig . 140) . T89P'6~.>

Figure 142. Removing Adjusting Pad

Figure 140. Tappet Compressor and

Tappet Holder In Use
I !'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.)

NOTE: The Tappet Holder must be positioned
EXHAUST: N = T+A - 0.30mm (0 .0 12 in.)
···· so that it is pushing only against the edge of
-. the lifter .(Fig. 141). If the tool contacts the T: Thickness of Pad Used A: Valve Clearance Mea­
adjusting pad it cannot be removed. sured N: Thickness of New Pad

NOTE: There are 52 sizes of adjusting pads

available from 2.00 to 3.25mm (0.0787 to
LIFTER . TAPPET
EDGE H OLDER
0.1280 in.) in 0.025mm (0.001 in.) increments.
T89p·6500·A · If numbers have been worn off, use a microm­
. eter to measure pad thickness.

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, 2.0 0mm 3.250mm

pry the adjusting pad out of the valve lifter (Fig.
Figure 143. Adjusting Pad Thic kness Numbering
142).

102
 CYLINDER HEAD AND VALVE TRAIN

8. Insert Tappet Compressor T89P-6500-A from the Cylinder Head Cover Installation
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
9. Remove the Tappet Compressor. leakage or damage to spark plug wires.

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 3. Install the cylinder head cove r gasket and three
inder head cover gasket groove and the cylinder plug hole gaskets to each cylinder head cover.
head cove r.
4 . Install and tighten each cylinder head cover with
2 . Apply Sili cone Sealer E3AZ-1 9562-A at fou r the eight retaining bolts and two seal bolts. Tighten
points on both the right and left side cylinder heads retaining bolts to 10-16 Nvrn (7- 12 lb-ft). Tighten
(Fig. 145). seal bolts to 8-12 Nvrn (6-9 Ib-ft)

NOTE: If the fuel pipe subassembly is already _

SILICONE SEALER
_-installed, be careful not to damage the fuel ­
pipe subassembly while installing the cylinder _
head cover.

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

The 3.0L SHO engine accessory drive features two and provide increased belt wrap for the crankshaft
poly-vee rib belts, each tensioned by a "Jack Screw" drive pulley and alternator. The second belt is a four­
bolt (Fig. 147). The first belt is a six-rib type that rib type that dri ves the water pump and power steer­
drives the alternator and air conditioner compressor. ing. Note that power steering is standard on all Tauru s
The idler pulley provides the means to tension the belt SHO vehicles .

POWER STEERING PUMP

(3A674)

I
I
L _

ALTERNATOR
BRACKET
(10A313)

AIC
COMPRESSOR
IDLER (19703)
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

POWER STEERING IDLERITENSIONER NO.2

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

BELT TENSION SPECIFICATIONS
of the dr iven compo nents and also to the life of the
New Used Belt Allowable
driv e belt. The following spec ifications for the drive Engine Belt Type Installation Reset Minimum
belts should be maint ained at all time s (Fig . 149). Note N Lbs N Lbs N Lbs
that the values indicated for belt tension are deter ­ Air Conditioning 980­ 220­ 660­ 148­
6-Rib 535 120
mined using Rotund a Belt Tension Gauge 021-00061. 3.0L Alternator 1180 265 850 192
SHO Power Steering 154­ 500­ 112­
Tension can be measured at any span between the pul­ Engine 4-Rib Water Pump
690­
357 80
880 198 700 )51., .~
leys and/or the idler. Another point to be aware of is ~-

that the idler pulley bolt should not be adj usted when
Figure 149. Belt Tension Specifications
the idler pulley nut is tightened.

106
 ENGINE ACCESSORY DRIVES

ACCESSORY INSTALLATIONS
ENGINE
Power Steering Pump Installation LIFTING
EYE

POWER STEERING
PUMP (3A674)

AIC
COMPRESSOR
BRACKET

POWER STEERING Figure 151. AIC Compressor Bracket

PUMP PULLEY
(3A733) POWER STEERING
PUMP BRACKET 2. Install engine lifting eye 2 to the A /C compressor
(3C511) 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 3 . Install the Ale compressor to bracket and tempo­
36-55 N·m (27-4 1 Ib-ft) (Fig. 150). 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 / ALTERNATOR
Installation 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 1. Install idler pulley shaft 1 to the idler pulley
(B) by hand . 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 2. Install the idler pulley bracket to the power steer­
(E) by hand . ing pump bracket and cylinder block with three
retaining bolts. Tighten the bolts to 16-23 N·m (12­
6. Tighten bolts (B), (C), (D) and (E) so they are 17 lb-ft) .
snug.
3. Install the idler pulley spacer, idler pulley subas­
7. Tighten bolts (A) , (B), (C), (D) and (E) to their sembly 1 and the idler pulley plate to shaft 1 and
specified torques (Fig . 153). tighten the lock nut.

4 . Set idler pulley 1 downward as far as it will go

TORQUE: using belt adjusting screw 1.
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
Figure 153. Bolt Torques for AIC Compressor CIRCLlP~ ,
and Alternator Mounting

IDLER ~
PULLEY NO.2 %1> /
Idler Pulley SUbassembly 1 Installation ~,~ ~
ADJUSTING

o~~~I~
SCREW NO.1

SPACER
SHAFT NO.1

IDLER PULLEY
BRACKET NO, 2

Figure 155. Idler Pulley Subassembly 2 Installation

IDLER 1. Install idler pulley shaft 2 with adjusting screw 2

PULLEY to idler pulley bracket 2 and install the circlip to
BRACKET NO.1 adju sting screw 2 (Fig . 155).

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 BELT

as specified (Fig . 156).

TORQUE:
CORRECT
TO AIC BRACKET :36 - 55 N'm
(27 - 41 Lb-ft).

TO WATER PUMP :15 - 23 N'm

(11 - 17 Lb-ft). BELT

TO CYLINDER :15 - 23 N'm

BLOCK (11 - 17 Lb-ft).

Figure 156. Bolt Torques For

INCORRECT
Idler Pulley Subassembly 2

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 3. Adjust the idler pulley bolt and set belt tension at
tighten the lock nut. the specified values.

4. Set idler pulley 2 upward as far as it will go using NOTE:

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
1. Install V-ribbed belt on pulleys and idler. belt. Turning left loosens the belt.

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
LEFT HEAT
(9430) 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
Right Side Exhaust Manifold Installation retaining nuts to 35-51 Nvm (26-38Ib-ft).
1. Install the exhaust manifold heat insulator to the 3. Install the exhaust manifold heat insulator to the
right exhaust manifold and tighten the two retain­ left exhaust manifold and tighten the three retain­
ing bolts to 16-23 N·m (l2-17Ib-ft). 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 1. Install the gasket and EGR tube assembly to the left
right exhaust manifold and tighten the three retain­ exhaust manifold and tighten the two retaining
ing screws to 16-23 N·m (l2-17Ib-ft). 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 VALVE GASKET EGR PRESSURE

(90476) SENSOR
(9J460)

EGR TUBE
(90477)

EGR TUBE
GASKET
(9F470)

Figure 159. EGR System Components

111
 EXHAUST SYSTEM

2. Install the EGR pressure sensor (Fig. 160) . 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).
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 5. Connect the vacuum hose from the EVR (Elec­
rear end of the right cylinder head and tighten tronic Vacuum Regulator) to the EGR valve.
the attaching bolt to 6.5 - 9.5 N·m (56-82Ib-in).

112

~-- ------------------------------------------
 ENGINE ELECTRICAL, WIRING AND
UPPER ENGINE COMPONENTS
Thi s section contains the installati on of engine electri­ Install the ignition module to the surge tank connector
cal compo nents and engine wiring . 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 1. Install the ignition coil stay to the left cylinde r head
tank connector there should be an application of a heat and tighten the three retainin g bolts to 28-42 N vm
transfer compound between the module and connector (21-3 1 lb-ft) .
as shown (Fig . 162). Apply Ford Thermo-Grease
ESFM 99E1 23-A or equivalent at nine spots (total 2 . Place the ignition coil and capacitor on the ignition
amount applied should be about 0 .5-0.75 grams) . 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 0\

0
0
.-. -.
o ~ ~ .o

/ ,• • 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 clamps used on the SHO
engine (Fig. 163). These are positioned at different
Spark plug wire routing is important to assure that points on the right and left side cylinder heads to route
plug wires do not come into contact with moving com­ the spark plug wires (Fig . 164).
ponents or become chafed. There are six different

LOCATION OF
SHAPE PART NAME
INSTALLATION

lJ
'I
CD CLAMP . WIRE 1 CYLINDER HEAD
COVER

~
'2
CD CLAMP , WIRE 2 CYLINDER HEAD
COVER LEFT

~
'3
CYLINDER HEAD
CD ..
CLAMP, WIRE 3 COVER RIGHT
SURGE TANK
RIGHT

'4

0 [lJ1illUJ CLAMP, WIRE 4

P
'5
CYLINDER HEAD ~
® . : .-
. , '
" ,
..
' '
.. CLAMP. WIRE 5 COVER
RIGHT

~•. .....­
J
'6
CYLINDER HEAD
® CLAMP, WIRE 6
COVER
RIGHT

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 Figure 166. Water Bypass Hoses
head cover and the spark plug wire cap.
NOTE:"Water bypass hoses 6, 7 and 8 have
5 . Adjust the spark plug wire routing (Fig . 165). white markings on the end of the hoses. This
white marking has to be faced to the rear of
the engine. " ""
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 NOTE: The intake manifold gasket is 'reus-c.,
dures. able.

1. Connect the water bypass hoses to the throttle body - Place the intake manifold gasket on each cylin­
(Fig . 166). der head .
- Connect water bypass hose 6 to the throttle body - Install the intake system assembly on both cylin­
from water outlet No.1. 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 - Tighten the 12 flange bolts to 15-23 N· m (11-17
from the water outlet housing. lb-ft),
- Connect water bypass hose 8 to the throttle body - Tighten the right side surge tank and intake air
and throttle air bypass val ve spacer. connector bolt to 15-23 Nvrn (11-17 lb-ft).

- Connect the water bypass hoses.

115
 ENGINE ELECTRICAL, WIRING AND
UPPER ENGINE COMPONENTS

3. Install surge tank stays 1 and 2 (Fig. 167). Note the - Install surge tank stay 2 at the right front side
differences between the stays. 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
NOTE: The slit portion of the surge tank stay (11-17Ib-ft).
has to be downward (toward the cylinder
head). The stud bolt location is on the engine - Install the three pieces of surge tank stay 1 and
right front side and surge tank upper side. tighten with the flange bolt at the upper side, and
Four bolts with wave and plane washers are bolt with the wave and plane washers at the
used to attach the stays to the cylinder head lower side. Tighten the fasteners to 15-23 Nvm
lower side. ' (11-17Ib-ft).

STAY 1 STAY 2

,~, O, • •'
, ~,f. './ ' ' .~
",i- -- ,.. ,-·
j" - , '
STAY 1
(9454)
.
.:i'" , -n
' ', '

, ' 1­
,­

Figure 167. Surge Tank Stay Installation

116
 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
The crankcas e emission control system is a closed ven­ hose 1 to the throttle body and intake manifold.
tilation system that is designed to prevent crankcase
fume s or combustion gases (blow-by) from escaping to There are three outlet ports for the air and crankcase
the atmosphere (Fig . 169) . mixture, and one for fresh air in the throttle body .
Under the following various throttle positions, the air
The crankcase control system contro ls these fumes or
and crankcase gas mixture flows differently through
vapors by directing them back into the intake manifold
the outlet ports in the throttle body.
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 2. At closed throttle, the air and crankcase gas mix­
then through the ventilation hose 2 connecting the ture flow s through the small size port "B " into the
throttle body to the left side cylinder head cover. Then, intake manifold. At the same time, fresh air flows
ventilating air moves down through the oil return pas­ through the large size port" D" and small size port
sage into the lower crankcase. " C" to the port " B " and goes into the intake mani­
fold with the air and crankcase ga s mixture.

r ­ - - -­ - - - ~
--­ - -­ - - - l
I
. ou, SEPARATOR I
I
1 I
I / - - -+ - - l I
I I
I ~ I
1
I I 1
I I 1
I 1
1
1 1
1 1
I I
I -I
I Ull
I ml
Ull
t:
- I
(31
>1
CONNECTING ROD !:51 eel
< I ~ I
~I 9ee l
1
WI
a:1 -I
~I
I
I
I
.: 1

VENTILATION HOSE 2 i 1

<, I
1
r-- - - -- - -·----- ---' 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 under the particular condition when the amount of
case gas mixture flows through ports "B" and crankcase gas is excessive, the crankcase gas flows
"C" into the intake manifold . At the same time, also through port "A" into the intake manifold
fresh air flows through port "0" to ports "B" and from the left hand cylinder head.
"C" and goes into the intake manifold with the air
and crankcase gas mixture. The crankcase ventilation process goes on continu­
ously while the engine is running. The operation at
4 . At wide-open throttle position, the air and crank­ different phases can be seen in the following illustra­
case gas mixture flows through port s " B", "C" tion (Fig. 170) .
and "0" into the intake manifold . Meanwhile,

CLOSED THROTTLE

THROTTLE BODY
(FRESH AIR)
r---------------­
c::> TO LEFT CYLINDER HEAD
I

FROMAIR ~
CLEANER

(BLOW·BY GASES & AIR)

. . . FROM CYLINDER
-------------_ ..
<= BLOCK
RIGHT SURGE TANK

PARTIAL THROTTLE

THROTTLE BODY
(FRESH AIR) ~ TO LEFT CYLINDER HEAD
,------­ - - - - -_.
J

FROM AIR
CLEANER

(BLOW·BY GASES & AIR)

. . . FROM CYLINDER
----------------­
<;::::J BLOCK
RIGHT SURGE TANK

WIDE OPEN THROTTLE

THROTTLE BODY (FRESH AIR) ~ TO LEFT CYLINDER HEAD

r([Link]-GAS}-+ FROM LEFT CYLINDER HEAD

r-"'--',..-"","".,I...:.-.­
: ........

FROM AIR t::::O>

CLEANER

(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 CATALYTIC

__.. . . -,

...
"i-=r~_-- CONVERTER
The SHO Tauru s is equipped with two single brick (REAR BANK)

three way cataly st (TWC) converters, one for each FRONT OF VEHICLE
bank of cylinders (Fig. 171).
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 NOTE: Components in this illustration are'not
Tauru s. Major components that are in the engine com­ all visible. The arrows indicate their general
partment are shown in the following illustration (Fig . location.
172).

COOLANT
, ENGINE .. .. ':­
" TEMPERATURE "
,. , SENSOR (ECTt .,
AIR ,CLEANER .,
" TUBE '
- . . .,- .
~

Dis -- '
" MODULE -
,'~'i..:~-.fM~~N1/r(;~ ~ .-\-\~_ ~~~r~LE~~smOt-J ,
..
~~~ _ _' MASS AIRFibw :. ' ~ ...
V_.H~ ~ , _. SENSOR
, CRANKSHAFT

Jt'~~~~~~~EriH~~l \)~~~?!J~ ,
" , ',' :~ ' SE N SOR ' .
VEHICLE SPEED , "
SENSOR (ONl'RANS~XLE) ' . . -'~

INJECTOR
, " ASSEMBLY ,
, ,. (EACH PORT)

,. . "~ '. .

Figure 172. Major Engine Sensors and Output Devices

120
 ELECTRONICALLY CONTROLLED SYSTEMS

The prim ary control of the systems is through the fuel mixture and spark advance for the best engine
EEC-IV processor (ECA). This computer-controlled performance and emissions. The inputs and output s of
device monitors the input of several different sensors the EEC-IV processor can be seen in the following
and then controls outputs to maintain the correct air/ illustration (Fig. 173).

AIR CO NDITION ER
CLUTCH & HEATED
W INDSHiELD
CO NTROLLER
TH ROTTLE
POSITION
NC SENSO R
VANE AIRFLOW CYCLING (TPS)
METER (VAF) PRE SSURE
SW ITCH #1

~-
'"@@ HEATED EXHAUST
n 12 GAS OXYGEN
_ ~ SE N S OR
CRA NKS HAFT
K NOCK~
SENSOR
()t (HEGO)

S E NSO R~ r------
[Link]
~ED#JXH AUST
tfY HE~~~ OXYGEN

"?\C
INPUT (STI) SENSO R (HEGO)

CO ~
[Link] .. Ai ON.O FF
~ BRA KE
SWITCH

~--- ~ . rIJy
~FEEDBACK
PRESSURE

EGR SENSOR
(PFE)

~ICLE SPEED
IGNITION SW ITCH ~..
(STA POSITION) ~
~ ENGINE COOLANT SENSOR
~ TE MP SENSO R (ECT)
AIR CHARGE
~.
,
BATTERY , TEMPERATURE
·KAPWR ~ SENSOR

BAROMETRI C ~
PRE SSURE ~
IGNITION
SENSOR MASS AIRFLOW DIAGNOSTIC
SENSO R (MAF) MONITOR
(10M) FUEL
INJECTOR
POW ER STEERING
PR ESSUR E SWITCH IDlE
SPEED
CONTROL
(I S~_ _.....,
INPUTS
DIS MODULE
CAN ISTER SPARK OUTPUT
PURGE SOLENOID
~ __(sp_ou_n(Q)
?------4l~ .
ELECTRONIC
VACUU M
REGULATOR
~
(EVR)
INLET
AIR
CO NTRO L
(lAC)

OUTPUTS

Figure 173. EEC-IV Processor (ECA) Inputs and Outputs

121
 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
Figure 175. EGR Valve
the EGR valve diaphragm.

122
 ELECTRONICALLY CONTROLLED SYSTEMS

The system functions in the following manner (Fig. Control of the amount of exhaust gas recirculation by
178): the processor is accomplished with the EGR vacuum
regulator (EVR) . This device applies or bleeds offvac­
The ECA monitors pintle position of the EGR valve uum according to instructions received from the proc­
and varies the amount exhaust gas recirculation accord­ essor.
ing to engine operating conditions.

PRESSURE SIGNAL ,..­ ....

INPUT DUTY CYCLE OUTPUT
EEC-IV
MODULE

EVR VACUUM
OUTPUT

FEEDBACK
ELECTRONIC
(EGR)
SOURCE
VACUUM

CONTROLLED
PRESSURE
INPUT INTAKE VACUUM

CONTROLLED
PRESSURE

METERING ORIFICE
EXHAUST """""'­
FLOW ~
EXHAUST PRESSURE

Figure 178. EGR System Operation

123
 ELECTRONICALLY CONTROLLED SYSTEMS

FUEL SYSTEM return line. The period of time that the injectors are
energized (injector' 'on time" - ie., the pulse width) is
The fuel system is the Sequential Electronic Fuel Injec­ controlled by the vehicle's EEC-IV processor. Air en­
tion (SEFI) system . It is classified as a multi-point, tering the engine is measured by a mass airflow meter
pulse time , mass airflow fuel injection system. Fuel is located right after the air cleaner. This airflow infor­
metered into the intake air stream in accordance with mation and input from various other engine sensors are
engine demand via individual fuel injectors mounted on used to compute the required fuel flow rate necessary to
the cylinder head intake ports. maintain a prescribed air/fuel ratio for the given engine
operation. The computer determines the needed injec­
An on-board vehicle EEC-IV processor accepts inputs
tor pulse width and outputs a command to the injector
from various engine sensors to compute the required
to meter the appropriate quantity of fuel.
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 Component Descriptions
tors to meter the appropriate quantity of fuel.
The major components of the Fuel Charging Manifold
are discussed in this section .
System Description

The SEFI system can be subdivided into four distinct Fuel Injectors
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 COIL
and various solid and flexible fuel lines .

The fuel charging manifold assembly incorporates a ARMATURE

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 .

Fuel pressure pulsations are reduced by a fuel pressure

.STAINLESS
damper prior to entry into the fuel rail. A constant .. .. ·STAINLESS.
...STEEL, BODY . .STEEL NEEDLE
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
Figure 179. Fuel Injector

124
 ELECTRONICALLY CONTROLLED SYSTEMS

The Fuel Injector Nozzles (Fig. 179) are electro-mec­ Fuel Pressure Damper
hanical devices which both meter and atomize fuel
delivered to the engine. The injectors are mounted on The Fuel Pressure Damper is attached to the fuel sup­
the cylinder head intake ports and are positioned so ply manifold assembly (fuel rails upstream of the fuel
that their tips are directing fuel just before the engine injectors) to reduce fuel pressure pulsation.
intake valves. The injector body consists of a solenoid
actuated pintle and needle valve assembly. An electri­ Fuel Pressure Regulator
cal control signal from the EEC-IV processor activates
The Fuel Pressure Regulator (Fig. 180) is attached to
the solenoid causing the pintle to move inward off the
the fuel supply manifold assembly downstream of the
seat and fuel to flow. Because the injector flow orifice
fuel injectors. It regulates the pressure supply to the
is fixed and the fuel pressure drop across the injector
injectors. The regulator is a diaphragm operated relief
tip is constant, fuel flow to the engine is regulated by
valve in which one side of the diaphragm senses fuel
how long the solenoid is energized. Atomization is pressure and the other side is subjected to intake
obtained by contouring the pintle at the point where
manifold pressure. The nominal fuel pressure is
the fuel ejects.
established by a spring preload applied to the
diaphragm. Referencing one side of the diaphragm to
NOTE: The fuel injectors are Nippondenso manifold pressure maintains a constant pressure drop
single pintle-Z hole [Link] is across the injectors. Fuel in excess of that used by the
. controlled by the. wiring harness length and engine passes through the regulator and returns to the
. position between the intake runners. fuel tank .
." ", ',.

TUBE-ENGINE VACUUM
REFERENCE

VALVE AND
SEAT ASSEMBLY

SPRING - - ~~~~~

'7l~~~f----- DIAPHRAGM

LOWER HOUSING - - - - - - - iL..,:.t.:;:nrm;.:-+

GASKET -----46

FUEL RETURN
GASKET TO TANK

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
The Mass Airflow Meter (Fig . 181 ) monitors airflow to sensor. The resistance of the thermistor chan ges in
the engine. The device contains a hotwire which is response to changes in airflow temperature.
attached to a bypass passage. The hotwire produces an Meanwhile , the barometric sensor has a silicon
output voltage. To obtain the optimum air /fuel ratio at capacitive sensing element and continuously monitors
various conditions, the air temperature sensor and the barometric pre ssure. The information is supplied
barometric pres sure sensor are used. The air to the EEC-IV pro cessor which in turn adjusts the fuel
temperature sensor has a thermistor-type sensing flow to obtain the optimum air/ fuel ratio .

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 • A PCV fresh air source upstream of the throttle
electro-mechanical device controlled by the EEC-IV valve.
processor. It incorporates a linear actuator which posi­
tions a variable area metering valve. In response to • Two PCV orifices for air and crankcase vapors up­
commands from the EEC- IV processor the air bypass stream of the throttle valve.
valve controls airflow at both warm and cold idle.
• One PCV orifice for air and crankcase vapors down­
stream of the throttle valve.
Throttle Body Assembly
Fuel Supply Manifold Assembly (Fuel Rail As­
The Throttle Body Assembly controls airflow to the sembly)
engine via a single butterfly valve. The throttle position
is controlled by linkage. The body is a single piece The Fuel Supply Manifold Assembly (Fig. 182) is the
aluminum die casting. It has a bore with an air bypass component that delivers high-pressure fuel from the
channel around the throttle valve. Some other features vehicle fuel supply line to the fuel injectors. The
of the throttle body assembly include: assembly consists of two fuel rails with a connector,
mounting flange for the fuel pressure damper and fuel
• An adjustment screw to set the throttle valve at a pressure regulator. There is also a Schraeder valve for
minimum idle airflow position with a disconnected diagnostic tests and field service fuel system pressure
air bypass valve. bleed-down.

'V:l--..........-- FUEL RAIL CONNECTOR

SCHRAEDER VALVE

LEFT FUEL RAIL RIGHT FUEL RAIL

FUEL PRESSURE
t.
REGULATOR ..: ".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
Air Intake Manifold
operated lAC valve and opens at high engine rpm.
The 3.0L SHO uses a unique Air Intake Manifold
• Each secondary port has a funnel upstream of the
(Fig. 183) that has the following features:
lAC valve inside the surge tanks.
• Duel surge tanks.
• There is a surge tank connector between the two
, Two different length runners per cylinder. The pri­ surge tanks.
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 - Turn the ignition switch to the ON position.
pressure check and the base idle adjustment.

NOTE: Do not start the engine. ·1

Fuel Pressure Check

Use the following procedure to check fuel pressure: - 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
- Check battery voltage. It should be at least 12 lator. If pressure is low, check the following parts.
volts.
• Fuel hoses and connections
- Remove the cap from the Schraeder valve (Fig.
184). • Fuel pump
- Install the fuel pressure gauge to the Schraeder • Fuel filter
valve.
• 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
LEFT
- Install the vacuum line to the pressure regulator.
FUEL < ;
RAIL ........ - Measure the pressure at idle. The fuel pressure
RIGHT
FUEL should be 2.00-2.36 kg/ern' (28 .5-33.5 psi).
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.

FUEL PRESSURE REGULATOR If pressure is not as specified, check the fuel pump ,
fuel pressure regulator and/or injectors.

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 3. Remove the PCV hose B and plug the hose .
essor. However, it is necessary to determine a mini­
mum base idle through a mechanical adjustment. This 4. Connect pipe A to pipe B. Set orifice in the hose.
~31'1
adjustment takes place at the throttle body using the
following procedure (Fig. 185). 5. Remove the shorting plug for the spark output
(SPOUT).
1. Remove the Idle Speed Control (ISC) valve con­
nector. 6. Adjust idle rpm to 800±30 rpm.

SURGE TANK
TOP VIEW

THROTTLE BODY

ISCVALVE

MAP SENSOR

(B)

Figure 185. Base Idle Adjustment

(I (5
{Ii I'U f
I ;~ l\r. es~ ~, r
- - - - - -- - - - - -
 ELECTRONICALLY CONTROLLED SYSTEMS

DISTRIBUTORLESS IGNITION SYSTEM and is driven by the camshaft. This differs from the
(DIS) 3.8L SIC application which has the camshaft sensor
mounted in the normal distributor location. The CID
The Distributorless Ignition System (DIS) is a new signal is also a 50 % duty cycle signal and is required
feature that is used on selected 1989 models. The DIS to identify cylinder #1 for ignition coil and fuel syn­
system used on the 3.0L SHO is similar to that used on chronization. The CID signal is high (Vbatt) for half
the supercharged 3.0L used in the Thunderbird Super of the camshaft revolution (180 degrees ) and low for
Coupe and Mercury Cougar XR7. the other half.

System Descript ion The EEC-IV processor determines spark angle using
the PIP signal to establish base timing . SPOUT is sent
The Ford DIS (Fig . 186) consi sts of a crankshaft Hall from the EEC -IV processor to the DIS module and
sensor (Profile Ignition Pickup [PIP]) (Fig. 187), a serves two purposes; the trailing edge controls the
camshaft Hall sensor (Cylinder Identification ) (Fig. dwell time , and the leading edge fires the coil. This
188), a six-tower DIS coil (Fig. 189), a DIS module feature is called Computer Controlled Dwell (CCD).
(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
This ignition system eliminates the distributor by using information concerning the ignition system to the
multiple coils. Each coil fires two spark plugs at the EEC-IV processor for self-test. This signal is also
same time. The plugs are paired so that as one fires at used to drive the vehicle tachometer.
the beginning of the compre ssion stroke, the other
fires at the end of the exhaust stroke . The next time the The Failure Mode Effects Management (FMEM) sys­
coil is fired , the plug that was on exhaust will be on tem attempts to keep the vehicle drivable in spite of
compression and the one that was on compression will certain EEC system and/or DIS system failures. If the
be on exhaust. The spark in the exhaust cylinder is DIS module does not receive the SPOUT signal from
called "wasted" spark , however very little of the coil the EEC-IV it will fire the coils directly from the PIP
energy is lost. Three coils are mounted together in a input. This results in a fixed spark angle of 10 degrees
" coil pack." The coil pack has three coil wires, one for BTDC and fixed dwell (no CCD) . If the CID circuit
each coil. fails and an attempt to start the engine is made, the
DIS module will randomly select one of the three coils
The crankshaft sensor is a digital output Hall device to fire. If hard starting results, turning the key off and
(PIP) that responds to a rotating metallic vane cup cranking again will result in another coil selection
mounted on the crankshaft timing belt pulley. The vane attempt. Several attempt s may be needed until the
cup has three equally spaced vanes which produce proper coil is selected, allowing the vehicle to be
three PIP output pulses for every crankshaft revolu­ started and driven until repairs can be made .
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

The camshaft sensor is also a digital output Hall . and is not adjustable. .. .
. ..
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
IDM - __ ---©
IGNITION LOS TACHOMETER

ll:l
IGN GND
« ...J

CAM­
o ()0
...J

JiII!'1i:~---v.!,,- SHAFT o
SENSOR o
...J
oo EEC IV MODULE
IGNITION FUNCTIONS :
EEC·IV , • CALCULATES
MODULE SPARK ANGLE
• DETERMINES
COIL TURN ON
AND FIRING TIME

NOTE: FOR DETAILED

SYSTEM SCHEMATIC
AND CONNECTOR PIN
ASSIGNMENTS REFER
TO ENGINE/EMISSIONS
DIAGNOSIS MANUAL,
CYL 3·4 IGNITION COIL
VOLUME H.

Figure 186. DIS System

"
~ ----------
HALL SENSOR
(CRANKSHAFT TIMING)
-,

HARNESS
CONNECTORS

Figure 187. Crankshaft PIP Hall Sens or

132
ELECTRONICALLY CONTROLLED SYSTEMS

SCREW

Figure 188. Camshaft Hall Sensor

; '. -; " .

. IGNITION COIL PACK

, ..

Figure 189. Ignition Coil Figure 190. DIS Module

133
 ELECTRONICALLY CONTROLLED SYSTEMS

Sensor Description made of ferrous metal is used to trigger the Hall effect
switch located in the sensor (Fig. 192). The camshaft
The primary sensors used in the DIS are the camshaft cup has one tooth and is driven by the camshaft. The
and crankshaft sensors (Fig. 191). Both of these sen­ signal from the camshaft sensor has one positive going
sors are digital Hall devices that provide a voltage sig­ edge once every two crank revolutions (one cam revo­
nal to the DIS module. The cam sensor is located on lution). The crankshaft cup has three teeth and the
the right end of the cylinder head that faces the rear of crankshaft sensor generates three positive (PIP) edges
the engine compartment. A rotary vane cup (or wheel) every revolution of the crankshaft.

-...: 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 System Diagnostics
net and the Hall effect device and back to the magnet
(Fig. 193), the output signal will be low (0 volts). The following information discus ses the procedures
However, when the vane tooth moves into the gap used to check the DIS. The system is capable of dis­
between the Hall effect device and the magnet, the flux playing different codes to indicate a problem (Fig.
lines are shunted through the vane and back to the 195).
magnet (Fig . 194) and the output will change from a
CODE DESCRIPTION
low to a high (V BATT) signal .
45 . COIL RACK "1\' CIRCUIT FAILURE "

46 COIL PACK " B" CIRCUIT FAILURE

47 SPARK LOCATION ERROR *
48 COIL PACK "C" CIRCUIT FAILURE*
49 - 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
2. Examine all wiring harnesses and connectors for nals in and out of the DIS module. It is hand­
insulation damage, burned, overheated, loose or held and self-contained.
broken conditions.
• DIS Coil/Sensor Tester (NU-DI Model 601 or
3. Be certain the battery is fully charged. equivalent)

4. Make sure that all accessories and electrical load NOTE: This tester is similar to the Module
devices are turned off during diagnosis . Tester except it monitors the coils and sensors.

Equipment
3.0L/3;8L
To properly perform the diagnostic procedure on the DIS ION. OVERLAY
FO R BREAKOUT BO X
DIS, the following equipment is necessary: 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 .'
" 12 "
COIL COIL ~
CIC - .... e'o
• Spark Tester, Gap Type (D81P-6666-A or equiva­ ~ .i . >• •
u u - ' ~ ";
lent) 13 14
CID 2 CIO 3

•• • • • • •
CID C$ ere EfC

•..• .• ..
• Volt/Ohm Meter (Rotunda 014-00407 or equiva­
lent) ~ 21 U

.•... • •
• .14-Volt Test Lamp :
• Remote Starter Switch DIS" PIP 1 PIP 2 DIS 5
PIP 0 PIP UC PIP 6 6POUT

• Timing Light (Rotunda 014-00407 or equivalent) '. '

32 33 ••
elD ..
••
tiD 1
. SET ....ITCH
MEr,E •

• EEC-IV Breakout Box (Rotunda T83L-50-EEC-IV _Tes IGND C&

or equivalent)
•• et
. :.C
.,
IHIElD:

NOTE: A DIS overlay is required for the

breakout box to correctly identify the different
pins (Fig. 196).
: ", .
•••••• • • . :',
" ., ~

• 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 • When making voltage checks and a reference to
as shown (Fig . 197). ground is made, use either the negative battery lead
or cast iron on the engine. V BATT means the posi­
The following are some important points to be aware of tive battery cable at the battery .
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) (OUTPUT MODULE TEE)

P1 P2 P4 P3
12
DIS MODULE

(LEFT COIL TEE)

6 7 (RIGHT COIL TEE)

P11 P12

P10 P9
(NOT USED)

P5 P6 TO HALL
~...... I I _...... CRANK
SENSOR
(SENSOR TEE) P13
CAMSHAFT SENSOR/CID TEE

P15 P16
TO SENSOR SHIELD 6T
COIL

EEC BOB

Figure 197. DIS Cable Attachment

137
 ELECTRONICALLY CONTROLLED SYSTEMS

Some other important points to be aware of when diag­ Wiring for the DIS is as shown (Fig . 199).
nosing the DIS are the DIS module pin numbers (Fig .
198).

0 0)
- PIN #
~1
2
3
4
MOiORCRAFT
DIS
- -
7-­
8
9
10
1
2
3
4
VBAT
CID

PIPIN
5 - .11 SPOUT
1000.- 6 r------~~-~-T-~-m
5
I _. I 6
o -. .~ Q 7
8
IGND
COIL 1
9 COIL 3
'NOTE PIN 7 (IGN GND) IS CONNECTED INTERNALLY 10
TO THE BOTTOM DIS MODULE MOUNTING HOLES. 11 COIL2
12 IDM

Figure 198. DIS Pin Numbers

-..,- - - - - - - - - - - - - - - - .­ P7

I
I
.......",

\
PIP56
CIO 24 .
I SPOUT 36 _____
TO
EEC
--------...

\ I IGN. GNO 16____

- -.,
I
r-----­ 10 M 4 . IV

I
I ENGINE GNDl
I
CONNECTOR
J:
VBAT I
IGNITION
J41 P5
COIL
~~ . CAMSHAFT I
/ '70,""'1.....
2...".3....-'4""'
. ....S5~SQ~ __ ~
J22.- CID TO EEC
'------I-+J21+-C ID TO DIS
'---~ J 4 2- I G N . GND . r""",,,,,, J

2J~(
"'-------,
- P3 I
I..... ..... J4
VBAT-+--- 10M
VBAT·-~.-tt1W
lojJ51. . . _.. . J1_8
lll-+l.l=P4-e- COIL
J6
PIP J32 H-H--I+f-e-_ COlL 3
SPOUT J36 1+--#0.......- COlL 1
IILL:.ll,'U J3

DIS MODULE DIS MODULE

PINS 1-6 PINS 7-12

Figure 199. DIS Wiring Diagram

138

r­
 ELECTRONICALLY CONTROLLED SYSTEMS

DIS Diagnostics Should it be necessary to diagnose the DIS , use the

following charts . Begin with Steps as shown in the
Diagnosis of improper operating conditions should not service index.
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, start at TEST 2, Step 1.

Coil 2 or Coil 3 failure), lack of power and engine
noise .

If continuous ser vice code 49 (10 degree spark angle start at TEST 3, Step 15.
all the time)

139

.- - -- - - --- - _ . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - ­
 ELECTRONICALLY CONTROLLED SYSTEMS

3.0 SH O,
I System Function Test 1
3. 8 SC

TEST STEP RESULT ~ ACTION TO TAKE

STEP 1 I
• Is the spark angle 10° BTDC ( ± 3°) with the SPOUT Yes ~ GO to Step 2.
jumper disconnected?
No ~ GO to Step 3.

STEP 2 I
• Is the spark angle 30° BTDC ( ± 3°) with SPOUT Yes ~ GO to Step 4.
jumper connected , during self-test ?
No ~ REPLACE DIS module.

STEP 3 I
• Inspect the vane cups located on the back of the Yes ~ REPLACE or SERVICE.
crankshaft (refer to Group 26). Are the cups bent or
damaged? No ~ REPLACE crank sensor.
STEP 4 I
• Is cranking smooth and regular (does not backfire or Yes ~ GO to Step 7.
pause)?
No ~ GO to Step 5.
STEP 5 I
• Is there continuous spark at all plug wires (use neon Yes ~ GO to Step 6.
spark tester)?
No ~ GO to Step 8.
STEP 6 I
• Install the DIS diagnostic cable and EEC breakout box. Yes ~ REPLACE DIS module.
Measure the voltage between J51 (CIDD) and
J2 (IGNDD) while cranking the engine in very short
bursts. Are two voltages , 0 and + VBAT observed
No ~ GO to Test 3, Step 1.
during crank or 6.4 VDC ( ± 1 VOC) if engine runs?

140
 ELECTRONICALLY CONTROLLED SYSTEMS

SHO,
Syst em Fu nct io n (Co nt 'd .) Test 1
3 .8 SC

TEST STEP RESULT ~ ACTION TO TAKE

STEP 7 I
• Is there continuous spark at all plug wires (use neon
spark tester)?
Yes

No
. GO to Step 11 .

~ GO to Step 8.
STEP 8 I
• Using the air gap spark tester at the coil verify that Yes ~ GO to Test 2, Ste p 1.
there is good quality (blue) spark at all coil towers .
No ~ GO to Step 9.

STEP 9 I
• Is the resistance of the plug wires less than 30K ohms? Yes ~ GO to Step 10.
No ~ REPLACE damaged
wires.

STEP 10 I
• Inspect the plugs. Are they OK? Yes ~ GO to Test 2, Step 1.

No ~ REPLACE damaged
plugs.
STEP 11 1

• Is the resistance of the plug wires less than 30K ohms?

STEP 12 1
Yes

No .
~ GO to Step 12.

REPLACE damaged
wires.

• Inspect the plugs . Are they OK? Yes ~ Ignition OK. GO to

Section 2.

No ~ REPLACE damaged
plugs.

141
 ELECTRONICALLY CONTROLLED SYSTEMS

3. SH O,
Syste m Functio n (Cont'd.) Te st 1
3.8 S C

TEST STEP RESULT ~ 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
Yes
• CID Sensor OK. GO to
Section 2.

engine in very short bursts. Are two voltages a and

VBAT observed or 6.5 ( ± 1 VDC) if engine runs?

STEP 14 1
No
• GO to Step 14.

• Is the resistance between J42 (IGNDCS ) and the Yes ~ GO to Step 15.
negative of the battery less than 5 ohms key off ?
No ~ IGNDCS fault. SERVICE
circuit (Figure 2).
STEP 15 1

• Is the voltage between J41 (VBATC) and J55 (IGNDC)

more than 11 VDC key on ?
Yes

No
•• REPLACE CID Sensor.

GO to Step 16.

STEP 16 1

• Remove the CID Sensor from the sensor TEE . Repeat Yes . REPLACE CID Sensor.

•
Step 15. OK now?
No VBATCS fault. SERVICE
harness.
STEP 17 1

• Install the DIS Diagnostic Cable and EEC Breakout Yes ~ PIP Sensor OK. GO to
Box. Measure the voltage between J33 (PIPEEC) and Section 2.
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 ia ]
No
• GO to Step 18.

• Is the resistance between J55 (IGNDC) and the Yes ~ GO to Step 19.
negative terminal of the battery less than 5 ohms?
No ~ IGNDC fault. SERVICE
IGNDC circuit.

142

r- - - - - - -- - - - - - - - - ­
 ELECTRONICALLY CONTROLLED SYSTEMS

3.0 SH O,
System Function (Cont'd.) Test 1
3. 8 SC

TEST STEP RESULT ~ ACTION TO TAKE

STEP 19 1

• Is the voltage between J56 (VBATC) and J55 (IGNDC) Yes ~ REPLACE PIP Sensor.
more than 11 VDC key on ?
No ~ GO to Step 20.
STEP 20 I
• Remove the PIP Sensor from the Crank Sensor TEE . Yes ~ Place PIP Sensor.
Repeat Step 19. OK now?
No ~ VBAT fault. SERVICE
harness.

.I

143
IL....------­ ELECTRONICALLY CONTROLLED SYSTEMS

10S o ule , r es Test 2

TEST STEP RESULT ~ ACTION TO TAKE

STEP 1 I
• Install the DIS diagnostic cable and EEC Breakout
Box.
Yes
• GO to Step 6.

Is there continuous spark at any coil wire?

STEP 2 I
No
• GO to Step 2.

• Is the voltage between J5 (VBATD) and the negative

terminal of the battery more than 11 VDC with the
Yes
• GO to Step 3.

key on?

STEP 3 I
No
• GO to Step 31.

• Is the resistance between J2 (IGNDD) and the

negative terminal of the battery less than 5 ohms
Yes
• GO to Step 4.

key off?

STEP 4 I
No
• IGNDD open, SERVICE
harness.

• Measure the voltage between J32 (PIPD) and J2

(IGNDD) while cranking the engine in very short
Yes
• GO to Step 5.

bursts. Are two voltages 0 and VBAT observed during

crank or 6.5 VDC ( ± 1 VDC) if engine runs?

STEP 5 I
l\Jo
• GO to Test 3, Step 8.

• Measure the voltage between J51 (CIDD) and J2

(IGNDD) while cranking the engine in very short
Yes
• GO to Step 6.

bursts. Are two voltage levels, 0 and VBAT observed

during crank or 6.5 VDC ( ± WDC) if engine runs?

STEP 6 I
No
• GO to Test 3, Step 1.

.•,
• Connect the test light between J14 (C1C) if 3.0 or Yes GO to Step 7.
J12 (C1C) if 3.8 and J5 (VBATD) . Crank the engine.
Does the light blink continuously? No GO to Step 10.
STEP 7 I
• Move the lead from J12 or J14 to J13 (C3C). Crank
the engine. Does the light blink continuously?
Yes
• GO to Step 8.

No
• GO to Step 15.

144
 ELECTRONICALLY CONTROLLED SYSTEMS

DIS Module , Harne s s and Coil 3.0 SH O,

Test 2
(Cont'd.) 3.8 SC

TEST STEP RESULT ~ ACTION TO TAKE

STEP 8 I
• Move the lead from J13 (C3C) to J12 (C2C) if 3.0 or Yes ~ GO to Step 9.
J14 (C2C) if 3.8. Crank the engine. Does the light blink
continuously? No ~ GO to Step 20.
STEP 9 1

• Is the voltage between J7 (VBATC) and J2 (IGNDD) Yes ~ REPLACE coil.

more than 11 VDC?
No ~ Coil VBAT is damaged .
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 .
STEP 11 I
• Remove the coil from the coil TEE. Crank the engine. Yes ~ REPLACE the coil.
Does the light blink continuously?
No ~ GO to Step 12.
STEP 12 \

• For 3.0L, measure resistance between J14 (C1C) and Yes ~ GO to Step 13.
J3 (CID).
• For 3.8L, measure resistance between J12 (C1C) and No ~ C1 is open . SERVICE
J3 (CID). harness.
• Is the resistance less than 5 ohms?
STEP 13 1

• Disconnect the DIS module from the module output Yes ~ GO to Step 14.
TEE. Is the resistance between J18 (CID) and J2
(IGNDD) more than 10K ohms key off? No ~ C1 is shorted to ground.
SERVICE harness.
STEP 14 1

• Is the resistance between J18 (CID) and J5 (VBATD) Yes ~ REPLACE DIS module.
more than 10K ohms key off?
No ~ C1 is shorted to VBAT.

145
 ELECTRONICALLY CONTROLLED SYSTEMS

DIS Module , Harness and Coil 3.0 SHO,

Te st 2
(Cont'd.) 3.8 SC

TEST STEP RESULT ~ ACTION TO TAKE

STEP 15 1

• Move the lead from J13 (C3C) to J6 (C3D). Crank the Yes ~ C3 is open.
engine. Does the light blink continuously? SERVICE harness.

No ~ GO to Step 16.
STEP 16 1

• Remove the coil from the coil TEE. Crank the engine. Yes ~ REPLACE coil.
Does the light blink continuously?
No ~ GO to Step 17.
STEP 17 1

• Is the resistance between J13 (C3C) and J6 (C3D) Yes ~ GO to Step 18.
less than 5 ohms, key off?
No ~ C3 is open.
SERVICE harness.
STEP 18 1

.
• Disconnect the DIS module from the module output Yes GO to Step 19.
TEE. Is the resistance between J6 (C3D) and J2
(IGNDD) more than 10K ohms, key off?
No C2 is shorted to GND.
SERVICE harness.
STEP 19 1

• Is the resistance between J13 (C3C) and J5 (VBATD) Yes ~ REPLACE DIS module.
more than 10K ohms, key off?
No ~ C2 is shorted to VBAT .
STEP 20 I
• For 3.0L, move the lead from J12 to J18 (C2D). For Yes ~ C2 is open.
3.8L, move the lead from J14 to J18 (C2D). Crank the SERVICE harness.
engine. Does the light blink continuously?
No ~ GO to Step 21.
STEP 21 1

• Remove the coil from the coil TEE. Crank the engine . Yes ~ REPLACE coil.
Does the light blink continuously?
No ~ GO to Step 22.

146
 ELECTRONICALLY CONTROLLED SYSTEMS

DIS Module , Harness and Coil 3.0 SHO,

Test 2
(Cont'd.) 3. 8 SC

STEP 22 1
TEST STEP RESULT
• ACTION TO TAKE

• For 3.0L, measure the resistance between J3 (CID) Yes ~ GO to Step 23.
and J14 (C1C).
• For 3.8L, measure the resistance between J3 (CID) No ~ C1 is open .
and J12 (C1C). SERVICE harness.
• Is the resistance less than 5 ohms?
STEP 23 1

• Disconnect the module from the module output TEE. Yes ~ GO to Step 24.
Is the resistance between J3 (C1 D) and J2 (IGNDD)
more than 10K ohms , key off?

STEP 24 1
No
• C1 is shorted to GND.
SERVICE harness.

• Is the resistance between J3 (C1D) and J5 (VBATD)

more than 10K ohms, key off?
Yes
• REPLACE DIS module.

No
• C1 is shorted to VBAT .
SERVICE harness.

147
 ELECTRONICALLY CONTROLLED SYSTEMS

3.0 SHO,
DIS Module, Harness a d S ensors Test 3
3.8 SC

TEST STEP RESULT ~ ACTION TO TAKE

STEP 1 I
• Disconnect the module from the DIS input TEE. Yes ~ REPLACE DIS module.
Measure the voltage between J51 (CIDD) and J2
(IGNDD) while cranking the engine in very short
bursts. Are two voltages 0 and + VBAT observed
No ~ GO to Step 2.
during crank or 6.5 VDC ( ± 1 VDC) if the engine runs?

STEP 2 I
• Is the voltage between J21 (CIDS) and J2 0 and Yes ~ CID is open.
+ VBAT while cranking or 6.5 VDC (± 1 VDC) if the SERVICE harness.
engine runs?
No ~ GO to Step 3.
STEP 3 I
• Is the voltage between J41 (VBATCS) and J2 (IGNDD) Yes ~ GO to Step 4.
more than 11 VDC key on?
No ~ VBATCS fault.
SERVICE harness.
STEP 4 I
• Is the resistance between J42 (IGND CS) and J2 Yes ~ GO to Step 5.
(IGNDD) less than 5 ohms, key off?
No ~ IGND is open . SERVICE
IGND circuit.
STEP 5 I
• Is the resistance between J21 (CIDS) and J51 (CIDD) Yes ~ GO to Step 6.
less than 5 ohms?
No ~ CID is open.
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 3.0 SHO,

Test 3
(Cont'd.) 3.8 SC

TEST STEP RESULT ~ ACTION TO TAKE

STEP 71
• Is the resistance between J51 and J5 (VBATD) more Yes ~ REPLACE CID sensor.
than 10K ohms key off?
No ~ CID is shorted to VBAT.
STEP 8\
• Is the voltage between J35 (PIPS) and J2 (IGNDD) 0 Yes ~ PIP is open.
and + VBAT while cranking the engine in very short SERVICE harness.
bursts?
No ~ GO to Step 9.

STEP 9 I
• Is the resistance between J35 (PIPS) and J32 (PIPD) Yes ~ GO to Step 10.
less than 5 ohms key off?
No ~ PIP is open .
SERVICE harness.
STEP 10 1

• Disconnect the DIS module from the DIS input TEE. Yes ~ REPLACE DIS module.
Repeat Step 8. OK now?
No ~ GO to Step 11.
STEP 11 1

• Is the voltage between J56 (VBATS) and J2 (IGNDD) Yes ~ GO to Step 12.
more than 11 VDC with the key on?
No ~ GO to Step 13.
STEP 12 1

• Is the resistance between J55 (IGNDPS) and the Yes ~ GO to Step 13.
negative terminal of the battery less than 5 ohms key
off? No ~ SERVICE harness.
STEP 13 1

• Disconnect the crank sensor from the crank sensor Yes ~ REPLACE crank sensor.
TEE. Repeat Step 11 . OK now?
No ~ VBAT to crank sensor
damaged . SERVICE
harness.

149
 ELECTRONICALLY CONTROLLED SYSTEMS

DIS Module, Harness and Sensors 3.0 SHO,

Test 3
(Cont'd.) 3.8 SC

TEST STEP RESULT ~ ACTION TO TAKE

STEP 14 1

• Was a continuous service code of 18 observed during Yes ~ REPLACE DIS module.
self-test?
No ~ GO to Section 14.
STEP 15 1

• Is SPOUT continuous code 18 or 49 percent? Yes ~ REPLACE DIS module .

No ~ GO to Section 14.

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 • Towing a trailer, using a camper or car-top carrier.
conditions:
• 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 6 9 12 15 18 21 " 24 27 , 30 33 36 39 42 45 48 51 . 54 57 60
. Kilometers' x'1000 4.8 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 X X X X X X X X X X X X X
Replace Spark Plugs:
- Standard (Non-Turbo) X X
- Platinum Type 3,OL & 3.8L
Supercharged X
- Turbocharged (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,
ANNUALLY
Hoses and Clamps
Replace PCV Valve - 5,OL Engine (X) (X) (X) X
Replace Cam Belt and Adjust Valve
Lash - 3,OL SHO Engine 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 Milesx:1000 7.5 15.0 22,5 30.0 37.5 45.0 52.5 60:0
shown, whichevercbmes first. · . 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 (Xl X
3.8L Supercharged Engine
Change Engine Oil and Oil Filter when indicated by the EVERY 5,000 MILES (8,000 km) OR 6 MONTHS, WHICHEVER COMES FIRST
Vehicle Maintenance Monitor, but do not go beyond
3.8L Engine with Vehicle Maintenance Monitor
Change Engine Oil and Oil Filter when indicated by the EVERY 7,500 MILES (12,000 km) OR 6 MONTHS, WHICHEVER COMES FIRST
Vehicle Maintenance Monitor, but do not go beyond
All Engines except Turbocharged and Supercharged
Change Engine Oil and Oil Filter Every 6 Months OR X X X X X X X X
Replace Spark Plugs - Standard X X
-Platinum Type 3.0L & 3,8L
X
Supercharged
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 ANNUALLY
Replace PCV Valve - 5.0L Engine (X) (X) (X) X
Replace Cam Belt and Check/Adjust Valve Lash - 3,OL
SHO Engine 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

DISPLACEMENT ................... 3.0L MAIN BEARING JOURNAL
NUMBER OF CYLINDERS ........................... 6 DIAMETER... . 63.976-64.000mm (2.5187-2.5197 in.)
BORE AND STROKE Out-of-Round Limit. . . . . . . . 0.02mm (0.0008 in.)
Bore . 89.00mm (3.5039 in) Taper Limit . .. 0.02mm (0.0008 in.) TOTAL
Stroke. ......... .. .. .. 80.00mm (3.1496 in) Journal Runout Limit . 0.06mm (0.0024 in.)
FIRING ORDER . 1-4-2-5-3-6 THRUST BEARING
OIL PRESSURE (HOT, Idling) Min 12.8 PSI Thickness ..... 2.227-2.277mm (0.0877-0.0896 in.)
DRIVE BELT TENSION ................... . .. SEE CHART CONNECTING ROD JOURNAL
CYLINDER HEAD AND VALVE TRAIN Diameter 51.976-52.000mm
(2.0463-2.0472 in.)
COMBUSTION CHAMBER VOLUME (cc) 470-480 Out-ot-Bound Limit 0.02mm (0.0008 in.) MAX
VALVE GUIDE BORE DIAMETER Taper Limit 0.02mm (0.0008 in.) TOTAL
Intake and Exhaust 6.000-6.018 mm FLYWHEEL RING GEAR LATERAL RUNOUT (HR.)
(0.2362-0.2369 in.)
VALVE SEATS CRANKSHAFT END PLAy......................... 0.021-0.221mm
Width - Intake 1.0-1.4mm (0.039-0.055 in.) (0.0008-0.0087 in.)
- Exhaust 1.0-1.4mm (0.039-0.055 in.) CONNECTING ROD BEARINGS
~~ ~ Clearance to Crankshaft
Width Limit 1.5mm (0.06 in.) Desired 0024-0.056mm (0.0009-0.0022 in.)
GASKET SURFACE FLATNESS 0.2mm (0.008 in.) Allowable 0.08mm (0.0031 in.)
VALVE STEM TO GUIDE CLEARANCE Bearing Wall Thickness (Std.) 1.484-1.496mm
Intake 0.025-0.058mm (0.0010-0.0023 in.) (0.0584-0.0589 in.)
Exhaust ... 0.030-0.063mm (0.0012-0.0025 in.) MAIN BEARINGS
VALVE HEAD DIAMETER (GAGE) Clearance to Crankshaft
Intake . 35mm (1.38 in.) Desired 0.028-0.056mm (0.0011-0.0022 in.)
Exhaust . . 30mm (118 in.) Allowable . 0.08mm (0.0031 in.)
MARGIN THICKNESS LIMIT ...... 0.5mm (0.02 in.) Bearing Wall Thickness (Std.) 1.981-1.998mm
VALVE FACE ANGLE ; . . 45S (0.0780-0.0787 in.)
VALVE STEM DIAMETER (STD.)
Intake 5.960-5.975mm (0.2346-0.2352 in.) CONNECTING ROD, PISTON AND RINGS
Exhaust . . . . . . . . . . . . .. 5.955-5.970mm (0.2344-0.2350 in.) CONNECTING ROD
VALVE SPRINGS Piston Pin Bore Diameter . 21.005-21.017mm
Compression Pressure (Kg [Lb] @ Spec. Length) (0.8270-0.8274 in.)
Maximum Load 537.4 N (120.8 Ibs.) Crankshaft Bearing Bore Diameter 55.000-55.016mm
@ 30.2mm (1.19 in.) (2.1653-2.1660 in.)
SetLoad 188.3 N (42.3 Ibs.) Length (Center-to-Center) 146.75-146.85mm
@ 38.7mm (1.52 in.) (5.778-5.781 in.)
Free Length (Approximate) 4482mm (176 in.) ALIGNMENT (BORE-TO-BORE MAX. DIFF.)
Service Limit . . . . . . . .. 10% Force Loss @ Specified Height Twist . 0.15 per 100mm (0.0015 per in.)
VALVE LIFTER Bend . 0.05 per 100mm (0.0005 per in.)
Diameter (Std.) 31.970-31.994mm SIDE CLEARANCE (ASSEMBLED TO CRANK)
(1.2587-1.2596 in.) Standard 0.16-0.312mm (0.0063-0.0123 in.)
Clearance to Bore . . 0024-0.036mm Service Limit 0.35mm MAX. (0.0138 in. MAX.)
(0.0009-0.0014 in.)
Service Limit 0.07mm (0.003 in.) PISTON
VALVE CLEARANCE Diameter
Intake . 0.15-0.25mm (0.006-0.010 in.) Coded (STD.) 88.960-88.990mm
Exhaust 0.25-0.35mm (0.010-0014 in.) (3.5023-3.5035 in.)
CAMSHAFT BORE INSIDE DIAMETER Coded (O/S: 0.25) . TBDmm (TBD in)
All ... 31.000-31.025mm (1.2205-12215 in.) Coded (O/S: 0.50) TBDmm (TBD in.)
CAMSHAFT PISTON-TO-BORE CLEARANCE 0.030-0050mm
(0.0012-0.0020 in)
LOBE LIFT Service Limit . 0.080mm MAX.
Intake ........................ 8.5mm (0.335 in.) RING GROOVE WIDTH
Exhaust . . 8.0mm (0.315 in.) Compression (Top) .... ............................ 1.21-1.23mm
LOBE HEIGHT (0.0476-0.0484 in.)
Intake ..... . 41.81-41.91mm (1.6461-1.650 in.) Compression (Bottom) 1.505-1.525mm
Limit. . . . . . . . . . . . . . . . .. . 41.80mm (1.6457 in.) (0.0593-0.0600 in.)
Exhaust 41.31-41.41 mm (1.6264-1.6303 in.) Oil 2.81-2.83mm (0.1106-0.1114 in.)
Limit . 41.30mm (1.6260 in.) PISTON PIN
END PLAY Length. . . . . .. .. . . .. . . .. . .. . 61.9-62.0mm (2.437-2.441 in.)
Service Limit .... . .. .................... 0.30mm (0.012 in.) Diameter 20.997-21.009mm (0.8267-0.8271 in.)
JOURNAL TO BEARING PIN TO PISTON CLEARANCE.. -0.005-+0.001mm
CLEARANCE 0.025-0.066mm (00010-0.0026 in.) (- 0.00020- + 0.00004 in.)
JOURNAL DIAMETER PIN TO ROD CLEARANCE 0.005-0.011 mm
All 30.959-30.975mm (1.2189-1.2195 in.) (0.00020-0.00043 in.)
CYLINDER BLOCK PISTON PIN INSTALLING TEMPERATURE .. 70-80°C
(158-176°F)
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

PISTON - Continued BELT TENSION ALLOWABLE LIMITS

PISTON RINGS Specifications Allowable
Ring Width New Belt (1) Minimum
Compression (Top) 1.17-1.19mm Use Belt (2)
(0.0461-0.0469 in.) Installation Cold Belt (2)
Tension Reset Tension
Compression (Bottom) 1.47-1 .49mm (3) Audit Check
(0.0579-0.587 in.) 100-120 kg 67-87 kg
6 Rib
Ring Gap (220-265 Ibs.) (148-192 Ibs,)
Compression (Top) (In Gauge) 0.30-0.45mm 70-90 kg 51 -71 kg NA
4 Rib
(0.012-0.018 in ) (154-198 Ibs.) (1 12-157 Ibs.)
Compression (Bottom) (In Gauge) 0.30-0.45mm
(0.012-0018 in.) (1)New belt installed and tensioned/engine not rotated,
Oil Ring (Steel Rail) (In Gauge) . .... " . , .. ,.,." .. ,." 0.20-0,50mm (2)Used belt is any belt that has rotated on an engine.
(0,008-0.020 in.) (3)Cold belt (i.e" 3-hour soak; 0 warm-up).
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.)
LUBRICATION SYSTEM
OIL PUMP
Relief Valve Spring Tension
(Force @ Length) , . , , . , . . , , .,." ., ". 6.05 N/mm (34.5 [Link],)
Relief Valve to Bore Clearance , .. ,." "., .. ,. 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

Description . ~
Thread Size N'm Lb·Ft . kg·cm
1. CYLINDER BLOCK
Crankshaft Bearing Cap M11 x 1.5 78-88 58-65 800-900 '( 1)
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
Oil Pressure Switch NPTF 1/4 - 18 12·16 8.5-12 120·160
Knock Sensor M10 x1. 5 29-39 22-29 300·400
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
2. CRANKSHAFT
Flywheel M10x 1.0 69-78 51 -58 700·800 "(2)
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 "(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
Oil Filter 3/4-16 UNF (4) (4) (4)
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
Water Outlet No.2 to Wate r Outlet Housing M6 x 1.0 7.1-11 5.2-7.8 72·108
Water Temperature Indicator Sender to Water Outlet No. 1 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 '(5)
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

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 3.0L SHO ENGINE TORQUE SPECIFICATIONS

Description '. -
- " Thread Size ' N'm Lb·Ft I·· k9·cm
6. FUEL SYSTEM
Fuel Rail to Cyl inder Head M8 x 125 16-23 12·17 160·230
Fuel Pressure Relief Valve to Union Bolt 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
7. TIMING BELT
Camshaft to Cam shaft Timing Pulley 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
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
Intake Air Surge Tank (R and L) to Intake Manifold M8 x 1.25 16·23 12·17 160-230
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
Brake Booster Union to Surge Tank (R) NPTF 3/8-18 16·24 12·1 7 160-240 (5)
9. EXHAUST SYSTEM
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
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

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 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 Ml0 x 1.5 36-55 27-41 370-560
NC Compressor Bracket to Alternator Bracket M10 x 1.5 36-55 27-41 370-560
NC Compressor to NC Compressor Bracket M10 x 1.5 36-55 27·41 370-560
Alternator to Alternator Bracket Ml0 x 1.5 34-50 25-37 350-510
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 (6)
Ignition Coil to Ignition Coil Stay M5 x 0.8 4.5-7.0 39·61 Lb-In 45-70
Ignition Coil Stayto Cylinder Head (L) Ml0 x 1.5 28-42 21-31 290-430
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 2.5-2.5 13-22 Lb-In 15-25
Ignition Module to Surge Tank Connector M4 x 0,7 20-3,0 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
12. OTHERS
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)Seal Washer Type Spark Plug

157
I
r - -- - - -- - -- - - - - - -- - - - - - - - - - - -- - - - -- - - - - - - - - - - - --'
 SPECIAL SERVICE TOOLS

ESSENTIAL SPEC1ALTOOLS ·· .... .'

Number Too!
T89P-670l-A Screw & Washer Set
T89P-670l-B Front Crank Seal Installer
T89P-670l-C Rear Seal Replacer Screw Set
T89P-6565-A Valve Spring Compressor Set
T89P-6256-A Cam Seal Replacer
T89P-6256-B Cam Seal Expander
T89P-6256-C Cam Position Tool
T89P-6510-A Valve Guide Remover
T89P-6510-B Valve Guide Replacer Adaptor
T89P-6510-C Valve Stem Seal Replacer
T89P-6510-D Valve Stem Seal Remover
T89P-6500-A Tappet Compressor
T89P-6500-B Tappet Holder

DESIRED SPECIAL TOOLS

Number Tool
D89L-6135-A Piston Pin Remover/Replacer
D89L-600l-A Engine Lifting Bracket

158

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~~ '-. . WE [Link] VOLUNTARY TECHNICIAN CERTIFICATIO

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, September, 1988 Litho in U.S.A. ORDER NO. 2112-003

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