Engine System-General Information: Other Ford Focus I рестайлинг

Engine/Transmission Variants

The vehicle is available with a choice of two engines and a choice of two transmissions.

These engines comply with EEC emissions standard 96/D3/D4 and with all other requirements made on new generation assemblies with regard to fuel consumption, quiet running, flexibility and power output. The Focus is available as follows

1. 2.0L SPI engine iB5 Manual Transaxle
2. 2.0L SPI engine FN Automatic Transaxle
3. 2.3L engine MTX75 Manual Transaxle
4. 2.3L engine FN Automatic Transaxle

Note. This article contains information, steps and procedures that may not be specific to your engine.

This article covers general procedures and diagnosis and testing of the engine system, except for exhaust emission control devices, which are covered in INTRODUCTION - CNG, FLEX-FUEL & GASOLINE .

The engine incorporates the following features

1. a closed positive crankcase ventilation (PCV) system. For additional information, refer to «ENGINE EMISSION CONTROL - 2.0L ZETEC»(ref-207756) for 2.0L Zetec engines, «ENGINE EMISSION CONTROL - 2.0L SPI»(ref-207757) for 2.0L SPI engines and «ENGINE EMISSION CONTROL - 2.3L»(ref-207758) for 2.3L engines.
2. an exhaust emission control system. For additional information, refer to «ENGINE EMISSION CONTROL - 2.0L ZETEC»(ref-207756) for 2.0L Zetec engines, «ENGINE EMISSION CONTROL - 2.0L SPI»(ref-207757) for 2.0L SPI engines and «ENGINE EMISSION CONTROL - 2.3L»(ref-207758) for 2.3L engines.
3. an evaporative emission control system. For additional information, refer to «EVAPORATIVE EMISSIONS»(ref-207760) .

Some engines incorporate a fail-safe cooling system. For additional information, refer to ENGINE COOLING .

The engine, fuel system, ignition system, emissions system and exhaust system all affect exhaust emission levels and must be maintained according to the maintenance schedule. Refer to the scheduled Maintenance Guide.

Correct engine identification is required to order parts.

For complete vehicle and engine identification codes, refer to IDENTIFICATION CODES .

Scheme 4

Material

MATERIAL SPECIFICATION

Engine Oil Leaks

Note. When diagnosing engine oil leaks, the source and location of the leak must be positively identified prior to repair.

Prior to carrying out this procedure, clean all sealing surface areas with a suitable solvent to remove all traces of oil.

Engine Oil Leaks-Fluorescent Oil Additive Method

Use the 12 Volt Master UV Diagnostic Inspection Kit to carry out the following procedure for oil leak diagnosis.

1. Add gasoline engine oil dye. Use a minimum 14.8 ml (0.5 ounce) to a maximum 29.6 ml (1 ounce) of fluorescent additive to all engines. If the oil is not premixed, fluorescent additive must first be added to crankcase.
2. Run the engine for 15 minutes. Stop the engine and inspect all seal and gasket areas for leaks using the 12 Volt Master UV Diagnostic Inspection Kit. A clear bright yellow or orange area will identify the leak. For extremely small leaks, several hours may be required for the leak to appear.

General Remarks

Note. Removing fuses and disconnecting electrical components causes the powertrain control module (PCM) to show an error message. After measurement has been carried out this error message should be cleared from memory by connecting scan tool.

Note. Only check the compression pressure with the valves set to the prescribed clearance (if this can be adjusted).

Check the compression pressure with the engine at operating temperature.

Differing designs of compressor pressure recorder and varying starter motor speeds usually only make it possible to check that the compression is the same in all cylinders.

Check The Compression Pressure

Differing designs of compressor pressure recorder and varying starter motor speeds usually only make it possible to check that the compression is the same in all cylinders.

Compression Pressure Limit Chart

COMPRESSION PRESSURE LIMIT REFERENCE

If one or more cylinders reads low, squirt approximately one tablespoon of engine oil on top of the pistons in the low-reading cylinders. Repeat the compression pressure check on these cylinders.

Cylinder Leakage Detection

When a cylinder produces a low reading, use Special Tool 303-F012 to help pinpoint the exact cause.

The special tool is inserted in the spark plug hole, the piston is brought up to dead center on the compression stroke and compressed air is admitted.

Once the combustion chamber is pressurized, the special tool will read the percentage of leakage. Leakage exceeding 20% is excessive.

While the air pressure is retained in the cylinder, listen for the hiss of escaping air. A leak at the intake valve will be heard in the throttle body. A leak at the exhaust valve can be heard at the tailpipe. Leakage past the piston rings will be audible at the positive crankcase ventilation (PCV) connection or oil filler opening. If air is passing through a blown head gasket to an adjacent cylinder, the noise will be evident at the spark plug hole of the cylinder into which the air is leaking. Cracks in the cylinder block or gasket leakage into the cooling system may be detected by a stream of bubbles in the radiator.

Excessive Engine Oil Consumption

The amount of oil an engine uses will vary with the way the vehicle is driven in addition to normal engine-to-engine variation. This is especially true during the first 16,100 km (10,000 miles) when a new engine is being broken in or until certain internal components become conditioned. Vehicles used in heavy-duty operation may use more oil. The following are examples of heavy-duty operation

1. Trailer towing applications.
2. Sustained high speed operation.
3. Severe loading applications.

Engines need oil to lubricate the following internal components

1. Cylinder block cylinder walls.
2. Pistons and piston rings.
3. Intake and exhaust valve stems.
4. Intake and exhaust valve guides.
5. All internal engine components.

When the pistons move downward, a thin film of oil is left on the cylinder walls. As the vehicle is operated, some oil is also drawn into the combustion chambers past the intake and exhaust valve stem oil seals and burned.

The following is a partial list of conditions that can affect oil consumption rates

1. Engine size.
2. Operator driving habits.
3. Ambient temperatures.
4. Quality and viscosity of oil.

Oil consumption under varying conditions can frequently be misleading. A vehicle that has been run for several thousand miles on short trips or in below-freezing ambient temperatures may have consumed a "normal" amount of oil. However, when checking the engine oil level, it may measure up to the FULL mark on the oil level indicator due to dilution (condensation and fuel) in the engine crankcase. If the vehicle is driven at highway speeds, condensation and fuel boil off then may occur. The engine oil that was used under these conditions in approximately 100 miles (160 km) was one liter. This perceived 160 km (100 miles) per liter oil consumption rate is approximately 2400 km (1500 miles) per liter.

Make sure the selected engine oil meets Ford specification WSS-M2C153-H and the recommended API performance category "SG" and SAE viscosity grade as shown in the vehicle Owner Guide. It is also important that the engine oil is changed at the intervals specified for the typical operating conditions.

Check The Oil Pressure

Note. Check the oil pressure at the given engine speeds. Carry out the measurement of the oil pressure at a temperature of 80 °C.

The oil pressure depends on various factors (engine speed, oil temperature, oil viscosity, degree of contamination of the oil filter).

Interpreting Vacuum Gauge Readings

A careful study of the vacuum gauge reading while the engine is idling will help pinpoint trouble areas. Always conduct other appropriate tests before arriving at a final diagnostic decision. Vacuum gauge readings although helpful, must be interpreted carefully.

Most vacuum gauges have a normal band indicated on the gauge face.

The following are potential gauge readings. Some are normal; others should be investigated further.

Scheme 5

1. NORMAL READING: Needle between 51-74 kPa (15-22 in-Hg) and holding steady.
2. NORMAL READING DURING RAPID ACCELERATION: When the engine is rapidly accelerated (dotted needle), the needle will drop to a low (not to zero) reading. When the throttle is suddenly released, the needle will snap back up to a higher than normal figure.
3. NORMAL FOR HIGH-LIFT CAMSHAFT WITH LARGE OVERLAP: Needle will register as low as 51 kPa (15 in-Hg) but will be relatively steady. Some oscillation is normal.
4. WORN RINGS OR DILUTED OIL: When the engine is accelerated (dotted needle), the needle drops to 0 kPa (0 in-Hg). Upon deceleration, the needle runs slightly above 74 kPa (22 in-Hg).
5. STICKING VALVES: When the needle (dotted) remains steady at a normal vacuum but occasionally flicks (sharp, fast movement) down and back about 13 kPa (4 in-Hg), one or more valves may be sticking.
6. BURNED OR BENT VALVES: A regular, evenly spaced, downscale flicking of the needle indicates one or more burned or damaged valves. Insufficient hydraulic valve tappet or hydraulic lash adjuster clearance will also cause this reaction.
7. POOR VALVE SEATING: A small but regular downscale flicking can mean one or more valves are not seating correctly.
8. WORN VALVE GUIDES: When the needle oscillates over about a 13 kPa (4 in-Hg) range at idle speed, the valve guides could be worn. As engine speed increases, the needle will become steadily if guides are responsible.
9. WEAK VALVE SPRINGS: When the needle oscillation becomes more violent as engine RPM is increased, weak valve springs are indicated. The reading at idle could be relatively steady.
10. LATE VALVE TIMING: A steady but low reading could be caused by late valve timing.
11. IGNITION TIMING RETARDING: Retarded ignition timing will produce a steady but low reading.
12. INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can occur.
13. INTAKE LEAK: A low, steady reading which can be caused by an intake manifold or throttle body gasket leak.
14. BLOWN HEAD GASKET: A regular drop of fair magnitude can be caused by a blown head gasket or warped cylinder head to cylinder block surface.
15. RESTRICTED EXHAUST SYSTEM: When the engine is first started and is idled, the reading may be normal, but as the engine RPM is increased, the back pressure caused by a clogged muffler, kinked tailpipe or other concerns will cause the needle to slowly drop to 0 kPa (0 in-Hg). The needle then may slowly rise. Excessive exhaust clogging will cause the needle to drop to a low point even if the engine is only idling.

When vacuum leaks are indicated, search out and correct the cause. Excess air leaking into the system will upset the fuel mixture and cause concerns such as rough idle, missing on acceleration or burned valves. If the leak exists in an accessory until such as the power brake booster, the unit will not function correctly. Always fix vacuum leaks.

Check Valve Train-Static (Engine Off)

Remove the cylinder head cover.

Check all valve train components for damage and wear. Make sure that only original parts are installed and that all bolts and nuts have been tightened to the correct tightening torque.

Scheme 6

1. Determine the diameter of the camshaft journals. Using a micrometer measure the diameter at 90 degrees intervals to determine if the journals are out-of-round. Measure at two different points on the journal to determine if there is any tapering. If the measurements are out of the specified range, install a new camshaft.

Scheme 7

1. Position on a width of plastigage on the bearing cap. Insert the camshaft, without lubrication, into the cylinder head. Position a plastigage strip, which should be equal to the width of the bearing cap, on the bearing journal.
2. Following the tightening specification, install the camshaft bearing caps. Refer to «ENGINE -- 2.0L ZETEC»(ref-234423) , «ENGINE -- 2.0L SPI»(ref-234425) , «ENGINE -- SVT»(ref-234426) , or «ENGINE-- 2.3L»(ref-234427) .
3. Remove the camshaft bearing caps, refer to «ENGINE -- 2.0L ZETEC»(ref-234423) , «ENGINE -- 2.0L SPI»(ref-234425) , «ENGINE -- SVT»(ref-234426) , or «ENGINE-- 2.3L»(ref-234427) .
4. Using the Plastigage, read off the measurement. Compare the width of plastigage with the plastigage scale. The value that is read off is the bearing clearance.

Camshaft End Play

1. Using a Dial Indicator Gauge, measure the end play. Slide the camshaft in both directions. Read and note the maximum and minimum values on the Dial Indicator Gauge. End play = maximum value minus minimum value. If the measurement is out of specification, install new components.

Scheme 8

1. Inspect the camshaft lobes for pitting or damage in the active area. Minor pitting is acceptable outside the active area.

Scheme 9

1. Determine the cam lift. Using a micrometer measure the cam in two directions. The difference between the two measurements is the cam lift.

Crankshaft Main Bearing Journal Diameter

GENERAL EQUIPMENT

Scheme 10

1. Measure the diameter of the main bearing journals and the big-end bearing journals. Repeat the measurement with the micrometer offset by 90 degrees, in order to determine any eccentricity which may be present. Measure the journal at two different positions to determine any conicity which may be present.

Scheme 11

Note. Crankshaft main bearing journals must be within specification before checking journal clearance.

Scheme 12

Scheme 13

1. Remove the crankshaft main bearing caps and crankshaft main bearing.
2. Lay a piece of Plastigage across the face of each crankshaft main bearing surface.
3. Install and remove the crankshaft main bearing cap.
4. Verify the crankshaft journal clearance. Refer to «ENGINE -- 2.0L ZETEC»(ref-234423) , «ENGINE -- 2.0L SPI»(ref-234425) , «ENGINE -- SVT»(ref-234426) , or «ENGINE-- 2.3L»(ref-234427) . If out of specification, install new components as necessary. Refer to the «ENGINE -- 2.0L ZETEC»(ref-234423) , «ENGINE -- 2.0L SPI»(ref-234425) , «ENGINE -- SVT»(ref-234426) , or «ENGINE-- 2.3L»(ref-234427) for the procedure.

Crankshaft End Play

GENERAL EQUIPMENT

1. Determine the end float. Attach the dial indicator and bracket. Determine the end float by raising the crankshaft with the aid of a screwdriver. If necessary, correct the end float by using new thrust half washers.

Cylinder Bore Taper

1. Measure the cylinder bore with an internal micrometer. Carry out the measurements in different directions and at different heights to determine if there is any out-of-roundness or tapering. If the measurement is out of the specified range, install a new block or hone out the cylinder block (if applicable/allowed).

Piston Pin To Bore Diameter

1. Measure the diameter of the piston pin bore. Measure the diameter in two directions. If the values are not to specification, install both a new piston and a new piston pin.

Piston Diameter

GENERAL EQUIPMENT

1. Using a Micrometer measure the piston diameter.

Scheme 14

1. Take the piston ring and use a piston without rings to push the piston ring about 30 mm into the cylinder bore.
2. Using the Feeler Gauge, measure the piston ring gap.

Piston Ring-to-Groove Clearance

GENERAL EQUIPMENT

1. Using the Feeler Gauge, measure the piston ring clearance.

Piston Pin Diameter

1. Measure the piston pin diameter. Measure the diameter in two directions. If the values are not to specification, install a new piston and a new piston pin.

Scheme 15

1. Measure the bearing bore in two directions. The difference is the connecting rod bore out-of-round. Verify the out-of-round and the bearing bore is within specification.

Scheme 16

1. Using a micrometer measure the diameter of the valve stems. If the measurements are not to specification, install a new valve.

Scheme 17

Scheme 18

Scheme 19

Scheme 20

Scheme 21

Scheme 22

Scheme 23

Scheme 24

Scheme 25

Scheme 26

Scheme 27

Scheme 28

Scheme 29

1. Check the transaxle fluid level and fill to the correct level as necessary.
2. With the engine operating at idle and the transaxle in NEUTRAL, listen and check for unacceptable noise. Determine if any unacceptable noise is reduced when the clutch pedal is depressed.
3. If unacceptable noise is identified, remove the transaxle. For additional information, refer to «MANUAL TRANSAXLE/TRANSMISSION - MTX75»(ref-207772) .
4. Inspect the clutch slave cylinder for leaks. If a leak is identified, install a new clutch slave cylinder. For additional information, refer to «MANUAL TRANSAXLE/TRANSMISSION - MTX75»(ref-207772) .
5. Inspect the sliding surfaces of the clutch release hub and bearing. Any scoring or burr should be removed with a fine grade of emery paper.
6. Inspect the transaxle input shaft for spline wear, scoring or burrs. Any scoring or burr should be removed with a fine grade of emery paper. If spline wear is identified, install a new transaxle. For additional information, refer to «MANUAL TRANSAXLE/TRANSMISSION - MTX75»(ref-207772) .
7. Remove the clutch disc and pressure plate. For additional information, refer to «CLUTCH - MTX75 TRANSAXLE»(ref-207767) . Discard the clutch disc.
8. Inspect the clutch pressure plate and diaphragm spring segments and discard as necessary. Inspect the clutch pressure plate for scoring, cracks or discoloration. Any minor scoring or discoloration should be removed with a fine grade of emery cloth. Inspect the clutch diaphragm spring segments for damage, uneven height, scoring, cracks or discoloration. Any minor scoring or discoloration should be removed with a fine grade of emery cloth.
9. With the dual mass flywheel installed on the engine, inspect the dual mass flywheel surface for scoring, cracks, discoloration or damage. If any of these conditions exist, install a new flywheel.
10. With the dual mass flywheel installed on the engine, inspect the dual mass flywheel internal spring operation using the following Steps 11-13.
11. Install the special tool.
12. Using a suitable long screwdriver or bar, firmly rotate the secondary mass clockwise. The secondary mass should begin to engage the internal spring past the freeplay movement of 19 mm (0.750 in) maximum. The secondary mass should continue to rotate and engage the internal spring with increasing spring pressure. If the secondary mass does not rotate, install a new dual mass flywheel.
13. Using a suitable long screwdriver or bar, firmly rotate the secondary mass counterclockwise. The secondary mass should begin to engage the internal spring past the freeplay movement of 19 mm (0.750 in) maximum. The secondary mass should continue to rotate and engage the internal spring with increasing spring pressure. If the secondary mass does not rotate, install a new dual mass flywheel.
14. Using a suitable long screwdriver or bar, firmly rotate the secondary mass clockwise and counterclockwise until the dual mass flywheel friction control plate is centered between the secondary mass notches.
15. Inspect the dual mass flywheel friction control plate for damage or melting and install a new dual mass flywheel if necessary.
16. With the dual mass flywheel installed on the engine, inspect the dual mass flywheel rotational freeplay using the following steps 17-21.
17. Check that the dual mass flywheel friction control plate is centered between the secondary mass notches.
18. Place a reference mark on the secondary mass of the dual mass flywheel.
19. Using light hand pressure, rotate the secondary mass clockwise to the end of the freeplay. Place a reference mark on the primary mass of the dual mass flywheel, in line with the reference mark on the secondary mass.
20. Using light hand pressure, rotate the secondary mass counterclockwise to the end of the freeplay. Place a second reference mark on the primary mass of the dual mass flywheel, in line with the reference mark on the secondary mass.
21. Measure the rotational freeplay XX between the two reference marks on the primary mass of the dual mass flywheel. If the rotational freeplay exceeds 19 mm (0.750 in), install a new dual mass flywheel.
22. Inspect the dual mass flywheel when removed from the engine and placed on a bench, using the following Steps 23-24.
23. Remove the dual mass flywheel and place it on a firm and level surface. Discard the dual mass flywheel retaining bolts and remove the special tool.
24. Using a suitable dial indicator gauge and holding fixture, inspect the dual mass flywheel hub bush for wear and replace as necessary. Place a dial indicator gauge at a point on the outer upper surface of the secondary mass. Using light hand pressure, press downward at the opposite point on the outer upper surface of the secondary mass and note the deflection on the dial indicator gauge. Repeat this measurement at 120 degree intervals around the dual mass flywheel and note any deflection. If the deflection exceeds 1.5 mm (0.060 in) at any point, install a new dual mass flywheel.
25. Inspect the rear face of the engine block. Make sure that the two engine dowel pins are correctly installed and are not damaged, replace as necessary. Inspect the upper and lower engine block rear face plates for damage or warping and replace as necessary. Inspect the crankshaft flange for residual thread locking compound or rust, and clean as necessary.
26. Inspect the transaxle mounting face. Make sure that the two dowel pin holes are not elongated or damaged.
27. Inspect the dual mass flywheel crankshaft mounting flange for residual thread locking compound or rust and clean as necessary.
28. Loosely install the dual mass flywheel.
29. Install the special tool.
30. Tighten the dual mass flywheel retaining bolts in the sequence shown to 112 Nm (83 lb-ft).
31. Install the clutch disc and pressure plate. For additional information, refer to «CLUTCH - MTX75 TRANSAXLE»(ref-207767) .
32. Install the transaxle. For additional information, refer to «MANUAL TRANSAXLE/TRANSMISSION - MTX75»(ref-207772) .

Cylinder Head Distortion

GENERAL EQUIPMENT

Scheme 30

1. Using a straightedge and feeler gauge, measure the cylinder head distortion. Measure the mating face distortion. If the value is not to specification, rework the mating face.

Scheme 31

1. Using a Straight Edge and a Feeler Gauge, measure the cylinder block/cylinder head distortion. Measure the mating face distortion. If the value is not to specification rework the mating face (if allowed).