General information about the engine (Mondeo 1 and 2)

Applying the information in this chapter

1. This chapter describes repair procedures that are performed on the engine installed in the vehicle and contains only the technical requirements that correspond to these procedures. Since these procedures are performed on the engine installed in the vehicle, some of the preceding removal operations must be skipped when the engine is removed from the vehicle and mounted on a stand.

2. Information related to engine/transmission removal and installation and engine repair can be found in Chapter 2B. It also contains specifications related to these procedures.

General description of the engine

3. The engine, also known as "ZETEK" and previously "ZETA" (used internally by Ford) is a four-cylinder in-line engine, mounted transversely in the front of the car. The (clutch and) transmission are located on the left end of the engine (see Fig. 1.3. a, b).





4. With the exception of the plastic timing belt covers and the stamped steel cylinder block/crankcase, all major engine castings are made of aluminum alloy.



5. The crankshaft rests on 5 main bearings. The upper shell of the central main bearing contains thrust washers to absorb axial forces and provide axial play of the crankshaft. The connecting rods are mounted on liners with a horizontal split of the lower heads. The pistons are connected to the connecting rods by pins installed by an interference fit in the eyes of the small heads of the connecting rods. The pistons, made of aluminum alloy, have three rings: two compression rings and one oil scraper ring. During the manufacturing process, the cylinders and piston skirts are measured and divided into three standard sizes. This is necessary to provide the required clearance between the piston and the cylinder. Repair dimensions for subsequent regrinding are not provided.

6. The intake and exhaust valves are closed by coil springs. The valves are installed in guides that are pressed into the cylinder head in the same way as the insert valve seats.

7. Two camshafts are driven by a single toothed belt. Each of these shafts acts on eight valves through self-adjusting hydraulic compensators. This eliminates the need to monitor and adjust valve clearances. Each camshaft rests on five bearings, which are formed by jointly boring the cylinder head and bearing caps (fastened with bolts). Therefore, the caps are not supplied separately from the cylinder head and it is also impossible to use caps from another engine.

8. The coolant pump is bolted to the right end of the cylinder block and is located inside the timing belt. This pump, as well as the power steering pump and the alternator, are driven by a flat belt with several V-shaped grooves from the crankshaft pulley.



9. When servicing the engine, keep in mind that there are many fasteners on it that require a slotted head wrench or Allen key. In order not to damage the fasteners when loosening and to tighten them securely to the required torque when installing, you will also need a set of slotted heads with adapters.

Lubrication system - general description

10. Lubrication is provided by a pump mounted on the right end of the crankshaft. This pump draws oil through a mesh filter located in the sump and supplies oil through a full-flow cartridge-type filter mounted outside the engine. Some engine variants are equipped with an oil cooler mounted on the oil filter support, and thus the clean oil entering the engine channels is cooled by the main engine cooling system. From the filter, the oil enters the cylinder block/crankcase line and then through channels to the crankshaft main bearings and to the cylinder head (see Fig. 1.10).



11. Oil is supplied to the connecting rod bearings through holes inside the crankshaft. On some engine variants, the bottom of each piston is cooled by a stream of oil that enters under the bottom from a nozzle. Oil enters these nozzles through channels in the crankshaft. Oil is supplied to the nozzles through spring-loaded valves that open only when the pressure is sufficient to reliably lubricate other engine components. If such nozzles are not installed on the engine, they are replaced by plugs. Thus, the channels are closed, but they can be cleaned during repairs (see Fig. 1.11).





12. The cylinder head has two oil lines (one on the intake side and one on the exhaust side) for continuous oil supply to the camshaft bearings and hydraulic lash adjusters. A valve mounted on the upper surface of the cylinder head in the middle on the exhaust side prevents oil from leaking out of these lines when the engine is turned off. The valve contains a vent located at the upper end to release air bubbles from the system when the engine is restarted.

13. When oil pressure is applied to the crankshaft and camshaft bearings and hydraulic lifters, the camshaft lobes and valves are splash lubricated, just like all other engine components.

Valve Clearances - General Information

14. The gap between the end of the valve and the valve mechanism is necessary to compensate for the expansion of various engine components when it heats up to normal operating temperature.

15. On older engine models, it was necessary to regularly check and adjust valve clearances.

16. The engines described in this book are equipped with hydraulic compensators, which operate under the pressure of the lubrication system and allow automatic compensation of the clearance between the camshaft cam and the corresponding valve stem. Therefore, adjustment and checking of valve clearances is not required. At the same time, only high-quality oils of the specified viscosity, corresponding to technical requirements, must be used in the engine, and the oil must be changed in accordance with the maintenance schedule. If these instructions are violated, the oil channels and hydraulic compensators can become clogged with dirt or deposits of burnt oil particles. As a result, the performance of the system is reduced. In the worst case, one or more compensators can fail, which will require expensive repairs,



17. When starting a cold engine, oil is supplied to all engine components and especially to the hydraulic compensators with a slight delay. Therefore, the valve components may knock for some time (about 10 seconds), after which the knocking disappears. This is normal and should not cause concern.

18. If the car has been parked for several days, the valve components may knock for a little longer than usual, as oil drains from the top of the engine and the bearings. In this case, to avoid damaging the engine, do not operate at high speeds until all the compensators are filled with oil and begin to operate normally. When the car is stationary, maintain a high idle speed (maximum 2000-2500 rpm) for 10-15 seconds, or until the noise disappears. Do not operate at speeds above 3000 until the compensators are filled with oil and the noise disappears.

19. If you suspect that the valve mechanism is knocking or if a light knocking noise coming from the top of the engine does not disappear after warming it up to normal operating temperature, contact your dealer. Depending on the mileage and the conditions of use, the car may make more or less noise than other similar cars. Only an experienced mechanic familiar with such engines can determine whether the noise level is normal for a car with the corresponding mileage or whether there is a malfunction. If the compensators are faulty, they must be replaced (paragraph 13).