Ford CVH engine repair manuals - is a part of Ford repair manuals: Engines. This part contains the detailed description and diagrams for Ford CVH engine repair procedures. Contents:
- general information;
- operations possible without removing Ford CVH engine from vehicle;
- operations only possible with Ford CVH engine removed from vehicle;
- timing belt - inspection, removal and refitting;
- camshaft oil seal - renewal;
- camshaft - removal and refitting;
- cylinder head - removal and refitting;
- crankshaft front oil seal - renewal;
- sump - removal and refitting;
- pistons / connecting rods - removal and refitting;
- Ford CVH engine / transmission mountings - removal and refitting;
- oil filter - renewal;
- Ford CVH engine / transmission - removal and separation;
- Ford CVH engine - dismantling;
- Ford CVH engine - examination and renovation;
- cylinder head and pistons - decarbonising;
- Ford CVH engine - reassembly;
- Ford CVH engine / transmission - reconnection and refitting.
Ford CVH engine general information.
Ford engine, designated CVH (Compound Valve angle, Hemispherical combustion chamber) can be described in more conventional terms as a four-cylinder overhead camshaft (OHC) engine. It is mounted, together with the transmission, transversely at the front of the vehicle and transmits power through open driveshafts to the front roadwheels. Ford CVH engine is available in three capacities: 1.3, 1.4 and 1.6 litre. The 1.4 litre engine being introduced to replace the 1.3 litre unit during early 1986. The crankshaft is supported in five main bearings within a cast iron crankcase. The cylinder head is of light alloy construction, supporting the overhead camshaft in five bearings. These bearings cannot be renewed and, in the event of wear occurring, the complete cylinder head must be changed. The fuel pump is mounted on the side of the cylinder head and is driven by a pushrod from an eccentric cam on the camshaft. The cam followers are of the hydraulic type, which eliminates the need for valve clearance adjustment and also ensures that valve timing is always correct. With this type of follower, if the engine has been standing idle for a period of time, or after overhaul, when the engine is started up valve clatter may be heard. This is a normal condition and will gradually disappear within a few minutes of starting up as the cam followers are pressurised with oil. The distributor is driven from the rear (flywheel) end of the camshaft. The coolant pump is mounted on the timing belt end of the cylinder block and is driven by the toothed belt. A gear type oil pump is mounted on the timing belt end of the cylinder block and is driven by a gear on the front end of the crankshaft. A full-flow oil filter of throw-away type is located on the side of crankcase nearer the front of the vehicle.
Operations possible without removing Ford CVH engine from vehicle.
The following work can be carried out without having to remove Ford CVH engine: - timing belt renewal; - camshaft oil seal renewal; - camshaft removal and refitting; - crankshaft front oil seal renewal (replacement of the crankshaft front oil seal with the engine in situ is made difficult by restricted access; accurate fitting of the new seal in this position will only be possible using Ford special tool number 21-093 (or a similar fabricated distance piece) used, together with the crankshaft timing belt pulley retaining bolt, to draw the new seal into position against the stop; in view of this, partial removal of the engine and transmission may well be necessary to renew this seal); - sump removal and refitting; - piston / connecting rod removal and refitting; - engine / transmission mountings removal and refitting.
Operations only possible with Ford CVH engine removed from vehicle.
The following work should be carried out only after the engine has been removed: - crankshaft main bearings renewal; - crankshaft removal and refitting; - flywheel removal and refitting (without removing the engine); - crankshaft rear oil seal renewal (by removing the transmission, such work is not recommended and is unlikely to save much time over that required to withdraw the complete engine / transmission); - oil pump - removal and refitting (without removing the engine).
Ford CVH engine repair manuals: timing belt inspection, removal and refitting.
Inspection:
This operation will only normally be required at the specified timing belt renewal intervals, or for removal of the coolant pump. Disconnect the battery earth lead. Release the alternator mounting and adjuster link bolts, push the alternator in towards the engine and slip the drivebelt from the pulleys.
On earlier models, unscrew the four retaining bolts and remove the timing belt cover. Note that a two-piece cover has been progressively introduced on all later models. The upper half of the cover is visually similar to the earlier one-piece type and can be removed after undoing the two retaining bolts. To withdraw the lower half it will first be necessary to remove the crankshaft pulley after which the two retaining bolts can then be undone and the cover removed. The timing belt can now be inspected for signs of excessive wear or damage; if found, the belt must be renewed. If the belt is damaged or has worn prematurely, a check must be made to find the cause.
There are three main causes of timing belt failures and these are as follows: - if some of the teeth have sheared off and some are badly worn, check the surface of the crankshaft pulley teeth for signs of damage or defects and renew the pulley, if necessary; - if some belt teeth have sheared off and others are cracked at their roots, then this indicates an excessive torque loading on the belt, and the water pump, distributor, timing belt tensioner wheel and the camshaft must be checked for freedom of movement; in the case of the camshaft the rockers must be removed when checking it for freedom of rotation. Renew or repair as necessary before renewing the timing belt; - if some teeth have sheared from the belt whilst others are undamaged, the belt will have jammed in the belt pulley or the engine has possibly been over-revved. Check the items mentioned in (b) and renew as necessary (in 1988, an improved timing belt was introduced (part no. 1653887) together with a modified tensioner pulley of larger diameter (part no. 6182891); if the belt is to be renewed, then the modified pulley must also be renewed).
Removal:
To remove the timing belt, proceed as follows: - using a ring or socket spanner on the crankshaft pulley bolt, turn the crankshaft until the timing mark on the camshaft sprocket is opposite the TDC
mark on the cylinder head and the small projection on the crankshaft belt sprocket front flange is in alignment with the TDC mark on the oil pump casing; remove the starter, jam the flywheel ring gear and unbolt and remove the crankshaft pulley; - slacken the bolts which secure the belt tensioner and using a large screwdriver, prise the tensioner to one side to relieve spring tension on the belt (some tensioners do not incorporate a spring); temporarily retighten the bolts; if the original belt is to be refitted, mark it for direction of travel and also the exact tooth positions on all three sprockets; - slip the timing belt from its sprockets.
Refitting:
Refit by reversing the removal operations, but before engaging the belt to the camshaft and crankshaft sprockets, check that they are set to TDC as previously described. Adjust the position of the sprockets slightly if necessary,
but avoid any excessive movement of the sprockets while the belt is off, as the piston crowns and valve heads may make contact, with consequent damage to both components. Engage the timing belt with the teeth of the crankshaft sprocket (slip the sprocket off the crankshaft if necessary to avoid kinking the belt), and then pull the belt vertically upright on its right-hand run. Keep it taut and engage it with the teeth of the camshaft sprocket. Check that the positions of the crankshaft and camshaft sprockets have not altered. Wind the belt around the camshaft sprocket, around and under the tensioner idler pulley and over the coolant pump sprocket (no set position for this).
Loosen the tensioner retaining bolts by half a turn each to allow the tensioner to snap into position against the timing belt. With the crankshaft locked in position at TDC, fit a 41 mm socket and torque wrench onto the camshaft sprocket hexagon and apply an anti-clockwise torque in accordance with the settings given in the Specifications. Whilst applying this torque setting to the camshaft, simultaneously tighten the tensioner retaining bolts, right-hand then left-hand bolt, to their specified torque wrench setting. This is an initial setting up procedure only - the belt tension should be checked with Ford tool 21-113: therefore the car will have to be taken to a dealer as soon as possible. Refit the crankshaft pulley, the retaining bolt and washer, and tighten to the specified torque wrench setting. Refit the belt cover, refit and adjust the drivebelt, and reconnect the battery.
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