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DIESEL IMJECTION SYSTEM

Index

General Description and Principle
of Operation

Service Adjustments and Checks
Special Service Tool Recognition
Diesel Fuel System Diagnosis .

Service

and

172

174

184

410

411

413

414

455

458

483

485

534

545

546

548

766

826

828

Repair Operations

Contained in
Operation

Air Cleaner - Check Operation

Air Cleaner Assembly

Element Air Cleaner - Replace
Injection Pump - Check Timing

Injection Pump - Adjust Timing

4 Engine Idle Speed - Adjust .

Injection Pump - Remove and Install

Injectors - Remove and Install
Injectors - Overhaul

Pipes - Injector Delivery - Remove and Install

Pipe - Injector - Leak Off - Remove and Install 23 455

Fuel Pump - Remove and Install
Fuel Filter - Remove and Install

Element - Fuel Filter - Replace

Fuel Reservoir - Remove and Install
Element - Thermostart Heater - Remove and Install ..
Cable - Accelerator - Remove and Install (includes: adjust)
Cable - Idle Speed Control - Remove and Install

Page

2
15

16
17

Page

27
28
28
29
30
32
33
38
39
45

46
46
47
48
49
50
51

Fig. 1

2,5 Di Diesel

Injection System

Technical Data

October 1984

FORD TRANSIT 2,5 Di: SECTION 23C-1

D I

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

The fuel injection system fitted to the Transit 2,5 litre Di
CAV or Bosch design.

The fuel system consists of a fuel injection pump (CAV or Bo
air cleaner (thermostatically controlled air cleaner Bosch o
device (- 20 "C engines).

The only adjustments which may be made without the use of sp
speed and injection pump timing. These adjustments are desc
Section.

Fig.l. 2,5 DI Injection System.

TR-23C-60

October 1984

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

DIESEL INJECTION SYSTEM

FUEL INJECTION PUMP (CAV)

The CAV fuel injection pump 1s of the rotary type and Is mounted on the right hand rear face of the
cast aiurmmum front housing.

The fuel Injection pump pulley Is bolted to the drive flange and 'driven at half engine speed bv a
toothed belt. ^ r- ^

Thepump consists of a solid, one piece driveshaft supported on bearings housed in a machined aluminium
casing. Four centrifugal governor weights are retained in a carrier fitted to the driveshaft and the
mechanical governor linkage Is located in a housing mounted above the four high pressure pumping
elements and cam ring. ^ r- k r »

During operation the injection pump is completely filled with diesel fuel under pressure. Diesel fuel
is constantly drawn into the Injection pump via the fuel filter providing lubrication for the Injection
pumpjnternal components. Excess fuel Is returned to the fuel tank by a separate fuel line. This
eliminates the necessity to bleed the fuel system.

Fig. 2. CAV fuel Injection system.

A - Fast flame start reservoir F - Fuel filter

(~20°C option) G - Shut-off solenoid

B - Solenoid valve (-20''C option} H - Transfer pump

C - Element (-20°C option) J - Regulating valve Q

D - Fuel tank
E - Hand primer

K - Advance unit

L - Cold advance lever S - Vent valve

M - Latch valve

N - Fuel injector
P - Hydraulic head

Rotor
R - Governor valve

T - Governor weights
U - Driveshaft

V - Governor lever

W - Idle shaft assembly
X - Throttle shaft

Y - Pressure valve

October 1984

FORD TRANSIT 2,5 01: SECTION 23C-3

DIESEL INJECTION SYSTEM

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

Hydraulic Head

Bolted to the rear of the casing 1s the 'hydraulic
head' which houses a vane type pump, pressure
regulating valve and stop control solenoid.

When the Ignition Is switched on and the engine 1s
running, fuel will be drawn into the vane type
pump where its pressure will be raised and
controlled by a regulating valve. The regulating
valve controls the fuel pressure {known as
'transfer pressure') to the metering valve which
is operated by the throttle lever, and regulates
the flow of fuel to the filling ports of the
distribution rotor.

Distribution Rotor

The rotor carries four opposed high pressure -
pumping plungers which, under the action of fuel
at filling pressure, push the rollers Into contact
with the internal lobes of the cam ring.

Fig. 3. The transfer pump.

A - Fuel inlet C - Regulating piston

B - Transfer pressure D - Transfer pump
adjuster

Torque Control Device

Maximum fuelling Is preset by a sealed torque
control device which controls two scroll plates
located concentrically with, and either side of,
the cam ring. The plates limit the outward
movement of the rollers in contact with the
pumping plungers thus adjusting maximum fuelling.

The scroll plate mechanism also gives automatic
excess fuel for easier starting. At cranking
speed, the scroll plates are rotated to a point
which allows the pumping elements to move further
apart, admitting fuel in excess of the normal
maximum.

As soon as the engine runs, excess fuel is
terminated by the action of the excess fuel
piston, acting on the scroll plates, reducing fuel
delivery.

Automatic Advance/Retard

The advance/retard unit automatically adjusts the
cam ring to control the Injection timing. As
engine speed increases, fuel pressure rises and
acts upon the hydraulic piston within the unit and
opposes spring pressure. This pressure moves the
piston and cam ring against the direction of
rotation thus advancing the timing as pump speed
increases.

For part throttle advance and retard an external
lever adjusts the amount of pre-tenslon on the
advance servo-piston. The position of this lever
Is controlled by a cam on the throttle lever.

Fig.4. Auto advance and start retard unit.
A - Drive shaft
B - Roller and plunger
C - Cam ring

D - Transfer pressure chamber
E - Advance screw
F - Advance spring
G - Manual advance lever

October 1984

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

DIESEL INJECTION SYSTEM

The unit also incorporates a cold idle advance
lever which 1s operated by a temperature sensitive
waxstat element via a control cable. During
cold starting the control cable moves the idle
lever to the fast idle position and simultaneously
advances the timing by switching hydraulic
pressure to the auxiliary advance piston thereby
Improving engine combustion and eliminating light
load misfire until waxstat operating temperature
has been reached.

Mechanical Governor

The two speed governor is of the mechanical
flyweight type giving accurate control of the
engine at idling and maximum speeds. The governor
flyweight assembly is mounted on the driveshaft
and Is entirely contained within the pump body.

Movement of the governor flyweights, which pivot
outwards from centrifugal force set up by
driveshaft rotation, actuates a thrust sleeve.
The sleeve, sliding along the driveshaft causes
the governor arm to pivot about a fulcrum on the
control bracket. This movement is transmitted by
the governor link to the metering valve which
rotates to change. the quantity of fuel entering
the filling ports. Rotating the metering valve
changes the flow area between the groove In the
valve and the metering port. The amount of fuel
that enters the filling ports is therefore changed
by varying the effective area of the metering
orifice.

Fig. 5. 'Waxstat' element and control cable.
A - Cable securing clip
B - Waxstat

The governor link arm and spring is located In the
upper part of the pump enclosed by the control
cover which houses the throttle shaft and idling
shaft.

At idling speeds, the position of the metering
valve Is controlled by the centrifugal force of
the governor weights which compress the idling
leaf spring against the Idle actuator until a
state of equilibrium is achieved.

At intermediate speeds, a preloaded main governor
spring provides a direct link between the vehicle
throttle pedal and the metering valve so that the
amount by which the metering valve rotates is
entirely a function of the throttle lever
position.

At a predetermined speed approaching the maximum
speed of the engine, the resulting centrifugal
force of the governor flyweights exceeds the
preload of the main governor spring and the
metering valve is rotated to reduce the amount of
fuel delivered.

Fig. 6. Two speed mechanical governor.
A - Centrifugal weght assembly
B - Main governor spring
C - Governor linkage
D - Metering valve
E - Governor arm
F - Thrust sleeve

October 1984

FORD TRANSIT 2,5 Di: SECTION 23C-5

wm£

DIESEL INJECTION SYSTEM

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

FUEL INJECTION PUMP (BOSCH;

The Bosch fuel Injection pump is of the rotary type and 1s mounted to the engine In a similar fashion
to the CAV type Injection pump.

A centrally mounted Injection plunger operates fn a bore supported in a cast iron body. The cast Iron
body is bolted to the main housing of the pump which contains the driveshaft, transfer pump, advance
device, cam plate and rollers and the gear driven governor assembly.

As the driveshaft rotates, fuel is drawn Into the injection pump by a transfer pump located in the
front section of the Injection pump body. The transfer pump supplies a constant quantity of fuel per
revolution, and produces an Injection pump body pressure via a regulating valve. The majority of fuel
conveyed flows through the pressure regulating valve back again to the transfer pump supply in a closed
loop. The remainder of the fuel flows through the pump interior Into the high pressure chamber of the
hydraulic head. A small quantity of excess fuel flows through the fuel outlet restrlctor back to the
fuel tank for cooling and acting as a constant air bleed.

The fuel return outlet adaptor fitted to the fuel Injection pump is of a unique design providing a fuel
restriction to ensure injection pump transfer pressure is constantly maintained. The banjo bolt unlike
previous designs is the same as the inlet banjo bolt and does not Incorporate a fuel restrlctor.

Fig, 7. Bosch Fuel Injection Pump.

A - Drive flange

B - Governor cover

C - Throttle lever

D - Shut off solenoid

E - Inlet port

F - Plunger

G - Delivery valve

H - Hydraulic head

I - Governor collar

J - Plunger return spring

K - Advance unit

L - Cam plate

M - Roller

N - Governor drive gear

- Transfer pump

P - Governor weight assembly

October 1984

FORD TRANSIT 2,5 Di : SECTION 23C-6

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

DIESEL INJECTION SYSTEM

Transfer Pump

The transfer pump 1s of the displacement type and
consists of a rotor, eccentric ring and has four
free floating vanes. As the Injection pump shaft
rotates fuel enters the lower section of the
transfer pump and is trapped between the free
floating vanes and rotor. Further rotation of the
Injection pump shaft causes fuel to be trapped
between vanes and rotor and moved to the upper
section of the transfer pump, where it Is
compressed and supplied at pressure Into the
Injection pump body (filling the pumping element).
Pressurised fuel Is also transferred via an
external pipe to the advance unit located at the
base of the injection pump. This pressure is
controlled by means of a pressure regulating
valve.

Pressure Regulating Valve

The pressure regulating valve controls the fuel
pressure to the distribution rotor from the
transfer pump according to engine speed.

During normal operation the valve piston will be
held up against spring pressure controlling the
amount of fuel being returned to the supply pump.
As output pressure Increases with engine/pump
speed, the piston will be forced further up
allowing more fuel to return to the inlet side of
the vaned transfer pump.

Automatic/Cold Start Advance Unit

The automatic advance device ensures that the fuel
delivered Is synchronised with engine speed and
load to give the best possible conditions for
starting and performance. It Is located below the
distribution rotor and consists of a hydraulic
piston, cam ring and peg. The unit Is operated bv
fuel pressure from the transfer pump. As engine "
speed Increases, a pressure increase will occur at
the transfer pump. This rise In fuel pressure
will act upon the piston face and force the cam
ring to rotate against the direction of rotation
of the rotor, thus advancing the Injection timing.
As the engine speed decreases pressure in the
transfer pump will fall allowing the cam ring to
return to Its normal position.

The advance and retard mechanism 1s fitted with a
temperature sensitive starting aid. During
starting with a cylinder block temperature below
50°C (and thus an injection pump temperature of
less than 50°C), and subsequent engine warm-up,
the Injection timing Is automatically
hydraulically advanced.

The valve controlling the cold start timing
advance Is bolted to the right hand side of the
injection pump housing. The valve assembly
consists of a temperature sensitive expansion
element, pin and spring loaded ball valve, housed
in an aluminium case.

Fig. 8. Transfer pump.

Fig. 9. Pressure regulating valve.

Fig. 10. Cold start advance system (schematic).

A - Pump body E - Pressure regulating
B - Vane pump valve
C - Ball valve F - Advance piston
D - Thermal valve

October 1984

FORD TRANSIT 2.5 Di: SECTION 23C-7

i/brd

DIESEL INJECTIO

SYSTEM

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

During cold starting, fuel flows through a
restricted bore 1n the pressure regulating valve
to the inlet port of the cold start advancement
valve. At cylinder block temperatures below SO'C,
the expansion element pin lifts away from the ball
valve allowing the ball to close and fuel pressure
alone mist overcome the force of the spring. This
causes a slight rise In pressure In the fuel on
the spring side of the pressure regulating valve
piston, which results in a correspondingly higher
pressure on the advance and retard piston giving
increased movement in the advance direction.

When the engine block temperature rises above
50°C, an electrical feed will be directed to the
expansion element, via a thermo-switch, which
forces the pin to open the ball valve causing the
fuel pressure on the spring side of the pressure
regulating valve to drop. Therefore, allowing the
advance and retard to operate normally.

-.b. ^

TR84-21B-043

Fig. 11. Cold start timing control valve.

A - Fuel supply E ■* Expansion element

B - Regulating valve F - Electrical

connection
C - Fuel return G - Pin

D - Restricted bore H - Ball

rXL

®©i

C 1

TR84-21B-049/N

Fig. 12. Bosch Fuel System Schematic.

A - Fuel filter G - Pivoting lever

B - Thermal valve H - Guide pin

C - Pressure regulating valve J - Control cone

D - Governor weight assembly K - Shut-off solenoid

E - Throttle lever L - Fast flame start aid

F - Governor spring assembly reservoir {-20°C option)

M - Soleno1d{-20**C option)

N - Element [-20°C option)

P - Injector

- Delivery valve assembly

R - Injector plunger

S - Governor collar

T - Camplate

V - Advance

piston
W - Governor

drive gear
X ~ Drive shaft

Y - Vane pump
Z - Fuel tank

October 1984

FORD TRANSIT 2.5 Di: SECTION 23C-8

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

DIESEL INJECTION SYSTEM

Mechanical Governor

The mechanical governor is driven by a toothed
gear arrangement within the main injection pump
body. The gear assembly drives a centrifugal
flyweight assembly. As the governor rotates,
centrifugal force causes the flyweights to move
outward and press on a sliding sleeve against the
governor spring pressure via a fulcrum lever. The
preload force of the governor springs is adjusted
by the position of the throttle lever.

With increasing speed the centrifugal force
overcomes the governor springs and, via the
fulcrum lever, alters the position of the control
collar. The control edge of the collar uncovers
the spill port allowing fuel to escape from the
delivery plunger. This effectively controls the
quantity of fuel delivered thus limiting the speed
of the engine under given load conditions.

n:^

Xc)

TR84-21B-064

Fig. 13. Two speed mechanical governor.

A - Throttle lever D - Collar
B - Governor spring E - Plunger
assembly p - Weight
C - Fulcrum lever assembly

Torque Control Device

The torque control device is contained in an
aluminium housing which forms the governor top
cover.

The unit consists of a spring loaded piston, pin
and lever and its function is to control fuel
delivery to produce the optimum torque
characteristics over the engine speed range.

Fuel pressure within the pump body acts upon the
bottom of the spring loaded piston forcing it to
rise. As the piston rises, a pin follows the
contour of a taper machined on the side of the
piston. The movement of the pin is transmitted to
the governor and sleeve assembly via the pivoting
lever mounted on a spindle in the housing.

Fig. 14. Maximum governor setting.

Fig. 15. Torque control device.

A - Top cover E - Control cone

B -'Adjuting screw F - Governor cover

C - Spring G - Stop lever

D - Piston H - Guide pin

October 1984

FORD TRANSIT 2,5 Df: SECTION 23C-9

DIESEL INJECTION SYSTEM

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

STOP CONTROL SOLENOID

The stop control solenoid is located at the rear
on both CAV and Bosch injection pumps. The design
and operation of both types are similar. The
valve consists of an electrically operated
solenoid, plunger and return spring. The plunger
locates into the main fuel gallery and when the
ignition is switched off the plunger will block
the fuel supply.

When the ignition is switched on the solenoid
becomes energised and pulls the plunger back,
against spring pressure, to clear the fuel
gallery.

INJECTORS

The CAV and Bosch injectors are very similar 1n
design and the following description applies to
both.

Each of the four fuel injectors is retained in the
cylinder head by a pressed steel plate secured by
two diametrically opposed studs and nuts. A steel
body houses a spring loaded needle valve and
filter. The bottom part of the body is externally
threaded and the jointing face between the nozzle
and body is accurately machined and lapped square
to the centre line of the body. Two small dowels
protrude from this face to locate the injector
nozzle which is retained by the nozzle cap nut.

Fig. 16. Stop control solenoid.

Fig.l7. Injector assembly.

A - Retainer D - Spring H - Nozzle

plate E - Spring seat J - Needle

B - Body F - Adaptor

C - Shim G - Retainer

October 1984

FORD TRANSIT 2,5 Di: SECTION 23C-10

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

DIESEL INJECTION SYSTEM

The nozzle is circular with a shoulder machined on
the outside and a central drilling (into which
fits the Injector needle) down from the top which
stops just short of the nozzle end. An angled
drilling which carries fuel enters the central
drilling on the lower half of the nozzle. The
bottom end of the nozzle is machined to form a
shallow cone with a 'pip' in the centre. Four
very small diameter spray holes are drilled In the
side of the 'pip' and break through into a small
internal drilling below the conical seat. The top
half of the drilling Is slightly larger than the
bottom half and Is very accurately machined to
accept the needle.

The top half of the injector needle is slightly
larger In diameter than the bottom half to allow
fuel to flow freely to the needle seat and spray
holes. The needle 1s hardened and ground to a
very accurate finish. The bottom end of the
needle has a conical seat which matches the seat
In the nozzle. The needle and nozzle are matched
and the conical seat Is ground and lapped to give
a very close and accurate fuel tight fit.

Spring pressure is transmitted to the needle via a
spring seat which locates on a spigot machined on
the top of the needle. Spring and, consequently,
Injector burst pressure are adjusted by the
fitment of different thickness shims between the
top of the spring and the top of the central bore
in the body.

FUEL FILTER

The fuel filter assembly is bolted to the Inlet
manifold on the right hand side of the engine just
behind the fuel Injection pump. A thermoplastic
pipe connects the inlet port (Identified by an
arrow on the cast aluminium filter head) to the
fuel tank. Fuel drawn from the tank, passes
through the filter (where any contaminating
particles are trapped) and out through the hand
primer (where fitted) to the fuel injection pump.

HAND PRIMER

On engines equipped with CAV fuel Injection
systems, a hand primer will be fitted to the
outlet port of the fuel filter to assist in
priming the fuel system.

To prime the fuel system (after changing a fuel
filter or running out of fuel) pump the plunger
slowly for approximately 35 strokes. Start the
engine and run engine at fast idle to ensure
all air is purged from the system.

TR-23C-49

Fig. 18. Injector location,

Fig. 19. Fuel filter assembly.

Fig. 20. Hand primer assembly.
A - Fuel inlet pipe
B - Hand primer
C - Banjo bolt

D - Sealing washers
E - Fuel filter

October 1984

FORD TRANSIT 2,5 DiT SECTION 23C-U

DIESEL INJECTION SYSTEM

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

COLD START AID (where fitted)

When specified a -20°C option is fitted to the
fuel system. This assists engine starting in low
ambient temperatures by preheating the air in the
inlet manifold. The system consists of a remote
reservoir and solenoid val.ve fitted to the engine
compartment bulkhead. This supplies fuel to a
'fast flame start' heating element fitted in the
inlet manifold below the air cleaner assembly.

The reservoir is connected by thermoplastic tubing
into the leak off return fuel line so that it is
constantly supplied with fuel when the engine is
running. The top of the reservoir incorporates an
atmospheric vent valve which is protected by a
gauze and breather tube. The valve closes when
the reservoir is full so that surplus fuel flows
back to the tank via an over-flow pipe. At the
bottom of the reservoir an outlet pipe connects to
the solenoid valve. The solenoid valve remains
closed and the reservoir full during normal engine
running and shut down.

Both solenoid valve and heating element are
operated via a control box assembly which in turn
is actuated by the ignition switch. The control
box is designed to sense ambient temperatures
within the engine compartment and at temperatures
below -lO'C it supplies current to the heater
element and solenoid valve as well as activating a
'pre heat' warning light on the vehicle instrument
panel. Fuel then flows under the action of
gravity from the reservoir to the heater .where it
IS ignited. After 5 seconds the warning light is
extinguished. The system continues to operate for
approximately 8 seconds after cessation of
cranking.

Fig. 21. Heater/igniter assembly.

Fig. 22, Fast flame reservoir purge.
A - Disconnect fuel feed
B - Bridge solenoid connection

October 1984

FORD TRANSIT 2,5 Di: SECTION 23C-12

DIESEL INJECTIO

SYSTEM

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

AIR CLEANERS

Two types of a1r cleaner are currently used on the 2.5 D1 engined variants.

Vehicles fitted with the CAV type fuel injection system use a fixed spout, replaceable paper element
type air cleaner. On engines fitted with this type of air clearer there is no service requirement to
adjust th air cleaner spout for summer or winter use.

Bosch fuel injection system utilise a thermostatically controlled air cleaner. This type of air
cleaner has the ability to automatically control air intake temperature at a constant pre-determined
figure during normal driving conditions. The purpose of this type of air cleaner is to assist in
meeting emmision regulations by providing air at the correct temperature for optimum fuel combustion.

Fig. 23. A - Thermostatically controled air cleaner (Bosch injection system)
B - Standard air cleaner (CAV injection system)

October 1984

FORD TRANSIT 2,5 Oil SECTION 23C-13

DIESEL INJECTION SYSTE

GENERAL DESCRIPTION AND PRINCIPLE OF OPERATION

AIR CLEANERS (cont'd;

The thermostatically controlled air cleaner has two sources of air supply, one from a cool 'air intake
[ducted from the front grille panel) and a second source from a heat box mounted around the exhaust
manifold. Air supply through the air cleaner is controlled by a flap valve mounted on the air spout.
The flap valve blends cool air and hot air to achieve the required air intake temperature.

The flap valve is operated by a vacuum diaphragm which holds it fully open as long as vacuum is
maintained above 65 rrni of mercury. Under these conditions only hot air from the exhaust manifold is
allowed to enter the air cleaner. Vacuum feed for the diaphragm unit is supplied from an unique 'T'
piece located in the brake/servo vacuum hose.

The heat sensor unit is located inside the air cleaner and senses the temperature of the air actually

entering the air cleaner. The unit consists of a vacuum take off pointy a bi-metal strip and a valve.

When the air flow past the sensor is cold the valve in the sensor unit will be closed allowing full
vacuum to be available at the diaphragm unit.

The combined effect of the heat sensor, vacuum diaphragm unit, and flap valve, is to control the blend
of hot and cold air under engine load, thereby maintaining a constant air intake temperature.

TR/23C/75

Fig, 24. Heat sensor / diaphragm flap operation.

1 - Sensor COLD

A - Open to atmosphere

B - Servo vacuum

2 - Sensor HOT

A - Open to atmosphere

C - Vacuum reduced by air bled through valve

October 1984

FORD TRANSIT 2,5 Di: SECTION 23C-U

DIESEL INJECTION SYSTEM

SERVICE ADJUSTMENTS AND CHECKS

GENERAL PRECAUTIONS AND OBSERVATIONS

« Fuel Injection equipment is manufactured to extremely fine tolerances. It is therefore essential
hnwpll^rt-i^nht t^^,f;°st-care IS taken when servicing/repairing fuel Injection components. Damage,
however slight, will have an adverse effect on vehicle performance.

' n?n2f ^^'"L^K^^ '^f^'J component Is removed, all open fuel connections. Including injector delivery
pipes, should be protected against dirt Ingress by fitting dust caps or plugs.

e When cleaning and testing fuel system components, an odourless kerosene or a special substitute test
rue I oil should be used.

e Always use a _ good quality barrier cream when handling fuel system components, as a certain amount
ot fuel oil IS likely to be present In components which have been in use.

8 Men allow spray from injectors under test to come Into contact with the skin, since the working
pressure can be sufficient to penetrate the skin. ^

t-^A^^^^G : OBSERVE STRICT HEALTH, SAFETY AND FIRE PRECAUTIONS. DO NOT SMOKE OR USE NAKED LIGHTS AVOID
INHALING FUMES FROM CLEANING AGENTS OR FUEL OIL.

SERVICE ADJUSTMENTS AND CHECKS

At the specified service Intervals the following operations should be checked:

- Check/Adjust slow idle speed - Renew fuel filter

- Check/Adjust for diesel fuel leaks - Check diesel exhaust smoke

For further details refer to Section 54 of this Manuual {P.D.I, and maintenance procedures)

During vehicle operation it may become necessary to purge the thermostart cold start system to prevent
waxing during the change period from summer to winter grade fuels. Should this become necessary the
following procedure must be carried out: (refer to Section 54 of this Workshop Manual Operation 54 738

1. Remove supplypipe from solenoid valve to fast flame heater element at element connection.

2. Place end of pipe in a suitable container.

3. Bridge test circuit connection using suitable two 'bullet' connectors with wire link connection
Fig. 24.

4. Turn the ignition on for 25 seconds then turn off Ignition. Then repeat to ensure system Is
free from any summer grade fuels during winter sub-zero conditions.

NOTE: The dash board warning light will operate for the first 5 seconds. THIS SHOULD BE IGNORED.

5. Remove bridge connection.

NOTE: DO NOT leave bridge connector connected to the circuit. Failure to remove will result In the
cold start circuit operating every time ignition is switched on.

9 Refer to Section 54 {P.D.I, and maintenance procedures} for further details of this operation.

6. Reconnect fuel supply pipe to the heater element.

October 1984 FORD TRANSIT 2,5 Dl1 SECTION 23C-15

DIESEL INJECTION SYSTEM

SPECIAL SERVICE TOOL RECOGNITION

Tool

Tool Name

Engine Timing Peg (Camshaft)

ti , , -^

21 123 O

Engine Timing Peg [Fuel Pump)

^ ^

23 019 y

Engine Timing Peg (Flywheel)

23 020 \^

NOTE: When carrying out some repair operations it will be necessary to use specialist equipment these
suggested equipments are detailed below:

@ Injector dismantling jig.

@ Nozzle nut socket.

@ Nozzle cleaning kit.

6 Hartridge multiclean.

e Hartridge nozzle viewer.

October 1984

FORD TRANSIT 2_R Hi- <;FrTTnM ??r-lfi

DIESEL INJECTION SYSTEM

DIESEL FUEL SYSTEM DIAGNOSIS

I!!^S^J°''i■^''''°''^T^^^^^''^ ^^^" "^^"'^^"^ *° '■^^'^^ ^'^ ^"^^^'"9 ^^^ '"°st accurate diagnosis of any fuel
system condnion. The diagnosis procedures detail the sequence of items to be checked and where
necessary the appropriate corrective action when investigating complaint conditions which may be
encountered in service.

It is not intended to incorporate all repair methods within the text. Whenever necessary reference
should be made to the appropriate Workshop Manual section to establish the method of carrying out each
repair and the correct technical data.

The condition diagnosis procedures are divided into ten categories which represent the most common
categories of concern, these are:

Condition 1 Engine will not start or is difficult to start (HOT or COLD)

2 Erratic idling when engine is warm

3 Engine hunts when idling

4 Engine misfire during vehicle operation

5 Unsatisfactory performance

6 Excessive fuel consumption

7 Lack of power

8 Engine cannot be switched off

9 Incorrect engine speeds

10 Engine will not rev up when cold

11 Bosch injection system

To make the most effective use of these condition diagnosis procedures, first test the vehicle to
establish which category or categories the symptoms fall in.

Having established which of the conditions listed above is most appropriate, refer to the relevant
condition diagnosis chart or charts.

Before carrying out any test procedure the following preliminary checks should be carried out as they
may identify the need for remedial action before carrying out more time consuming diagnosis.

e Ensure that the correct starting procedure has been carried out. (see Page 17 for full details of
starting procedure)

Ensure vehicle has adequate fuel in the tank, of correct type: DIESEL FUEL - NOT PETROL

If petrol has been added to the tank, it will float on the top of the diesel and can be smelt.

If petrol has been added to the diesel, the system must be drained and flushed out using CLEAN
diesel fuel. The fuel filter must also be changed and the vehicle refilled with new DIESEL fuel.

e Check that the fuel system does not contain water.

9 In sub-zero temperatures it is possible for wax crystals to separate out from the fuel and cause a
blockage in the fuel system.

Check battery/starter condition.

e Ensure there is no obvious signs of fuel leaks from fuel system. Joints which leak can draw air
into the fuel system causing poor engine performance.

NOTE: Do not overtighten rubber olive low pressure connections.

e Remove degas coolant filler tank cap and check for any oil/coolant contamination.

October 1984 FORD TRANSIT 2,5 d'C: SECTION 23C-17

DIESEL INJECTION SYSTEM

DIESEL FUEL SYSTEM DIAGNOSIS

9 Remove oil level dipstick and check for any diesel or coolant contamination.

@ Check vehicle history of service Intervals. Failure to comply with correct service Intervals may
have an added effect on vehicle performance.

NOTE: The fuel injection pump is preset during manufacture. The maximum 'No load' speed, maximum fuel
screw and pressure regulating valve are sealed and must not be tampered with. A visual check should
be made of these before any complaint condition is investigated.

When Investigating any complaint condition the exhaust gases should be observed for colour and density.
Smoke emitted from the exhaust may assist In investigation and identification of possible corrective
actions required.

The correct exhaust emission (if the vehicle 1s correctly maintained and Is at Its normal operating
temperature) should emit no more than a faint haze from the exhaust pipe.

Smoke is generated when combustion is unsatisfactory and therefore a proportion of the fuel Is not
doing useful work.

In the following notes It is assumed that the engine is In good condition and is therefore not burning
excessive amounts of lubricating oil.

Black Smoke:

Hue Smoke:

White Smoke:

This consists of a large number of carbon particles which are produced when fuel is heated
in oxygen lean regions' of the combustion chamber.

This consists of large numbers of fuel oil particles of about 0,5 microns diameter or
less.

These particles are condensed droplets of partially burnt or unburnt fuel which have
passed through 'low temperature regions' of the combustion chamber, and may also be caused
by burning lubricating oil caused by some mechanical defects.

This consists of a large number of condensed droplets of partially burnt or unburnt fuel
larger than about 1,0 micron diameter. To produce white smoke the fuel will have had more
time to condense than for blue smoke, e.g. a cold engine running at light load and low
speed could produce white smoke. Retarded injection timing would not give the fuel
suitable conditions to burn correctly, and this can also produce white smoke.

It is Important to realise that the majority of the Items listed would not arise If the
correct maintenance operations were carried out at the specified Intervals.

Before any part of the fuel supply system Is dismantled the surrounding area must be
thoroughly cleaned. When the fuel system has been reassembled and all nuts tightened to
the specified torque. It will be advisable to bleed the system to assist the self purge
system.

October 1984 POPD jr^NSIT 2.5 Di : SECTION ?.ln-lfl

DIESEL INJECTION SYSTE

COLD STARTING:

tpriJln^J'^^h'^ ""'l^l \''*"'^ '^''^^'"9 ^'^ °^ ^^^^^ fi'^ed with standard equipment (cold climate

e^w rm u^'lh s rSSe'tolheTnl!?r- '^'°" ~'X'-^' l'''^' ''''' ^'^ '^ more no?icl Me during
eng ne/veMcle'DerformanrP Jh.f thi ^''•'°"-P"'"^?."^l"^ ^"^"^ automatically advanced to ensure smooth
nf norma? oJer^?1ngposn; on ''" '''''' '' sufficiently warm, the automatic advance will return to

Starting Procedure

1. Turn Ignition switch to position II.

3. If cold start aid warning light 1s NOT illuminated proceed to sub-operation 4.

4. Fully depress clutch and accelerator pedals, crank engine by turning ignition key to position III.
"°Ibove°procIdSres^ '"^'"' '°"^^"""°"^^^ ^'' "^^^ ^^'^ 20 seconds. If engine falls to start repeat

^' trpoiftUn IT. '"^'"' '^''*' ''^'''' ^^' accelerator pedal and allow the ignition switch to retu
NOTE: Should the engine still fall to start refer to the Fuel System Diagnosis Procedures.

TR-23C-50

Fig. 25. Starting decal : A - Starting procedure when cold

B - Starting procedure when hot

October 1984

FORD TRANSIT 2.5 Di :-'SECTION 23C-19

DIESEL INJECTION SYSTEM

DIESEL FUEL SYSTEM DIAGNOSIS CHARTS

Condition

Possible Causes

Remedy

Condition 1

Engine will not start
or is difficult to
start HOT or COLD

Fuel tank vent blocked

Fuel shut off (stop)
solenoid not operating

Faulty cold start
device

Injection timing
incorrect

Fuel starvation

Remove filler cap slowly and listen for 'Hiss'
fl Clean fuel tank filler cap.

Remove stop solenoid wire connection and check
solenoid operation:

e Turn ignition on and touch wire onto solenoid
connection. A click sound should be heard.

e If no click check voltage supply to solenoid
with (12 volts/battery voltage) ignition on.

Check fast flame system:

e Disconnect fuel supply pipe from fast flame
heater, activate system and check fuel flow
to the heater.

Check voltage supply to fast flame heater.

Remove timing belt cover, check and adjust
Injection pump timing, (see Operation No. 23 414)

Check fuel system for unrestricted fuel flow:

Q Slacken injector pipe at injectors, crank engine
and observe fuel discharge whilst cranking
engine.

e Remove fuel return connection from injection
pump crank engine and observe fuel being
returned to the fuel tank.

NOTE: If engine starts investigate restriction
In fuel return.

e If no fuel is being returned to the fuel tank
remove fuel supply pipe to Injection pump and
connect an auxiliary fuel supply. Repeat above
test.

NOTE: Auxiliary tank must be below the line of the
Injection pump inlet.

e If fuel flow is evident this indicates that the
fuel supply pipe, fuel filter or fuel tank is
restricted or leaking (air in). Rectify as
necessary.

October 1984

FORD TRANSIT 2.5 Oi: SECTION 230-20

DIESEL IWJECTION SYSTEM

DIESEL FUEL SYSTEM DIA GNOSIS CHARTS

Condition

Condition 2

Erratic idling when
engine is warm

Condition 3

Engine hunts when
i d1 1 ng

Condition 4

Engine misfires during
vehicle operation

Possible Causes

Air in fuel system

Idle speed incorrect

Faulty Injector(s)

Injection timing
incorrect

Remedy

Fuel tank vent
blocked

Severely choked fuel
filter

Fuel starvation

Check all pipe unions and joints in fuel system
for tightness and effective sealing. Do not
overtighten.

Using a tachometer, check and adjust idle speed
(see specification).

Remove injectors and test (see specification).

Remove timing belt cover, check and adjust
injection pump timing, (see Operation Mo. 23 414

Faulty injector(s

Severely choked fuel
filter

Check engine
condition

Remove filler cap slowly and listen for 'Hiss'.
e Clean fuel tank filler cap.
Fit new filter element

Check fuel system for unrestricted fuel flow.

s Slacken injector pipe at injector and injection
pump, observe fuel discharge whilst cranking
engine.

© If no fuel is being returned to the fuel tank
remove fuel supply pipe to injection pump and
connect an auxiliary fuel supply. Repeat above
test.

NOTE: Auxiliary tank must be below the line of the
injection pump inlet.

© If fuel flow is evident this indicates that the
fuel supply pipe, fuel filter or fuel tank is
restricted or leaktng(air in). Rectify as
necessary.

Remove injector(s), test and rectify as necessary.
Check injector seatings in cylinder head are gas-
tight. Do not bend high pressure pipes.

Remove degas tank cap, check for gas leaks through
coolant.

Remove high pressure pipes and injectors. Check
compressions.

Check valve clearances are adjusted correctly.
Ensure engine valve gear is operating correctly.

Check for damaged cylinder head gasket.

Check for valve seat damage, worn piston/bore,
sticking rings etc.

October 1984

FORD TRANSIT 2,5 Dir SECTION 23C-21

L/dr</

DIESEL INJECTION SYSTEM

Condition

Possible Causes

Remedy

Condition 5

Unsatisfactory
performance

Condition No. 6

Fuel tank vent
blocked

Severely choked fuel

filter

Fuel starvation

Fuel return blocked

Air 1n fuel
system

Injection timing
incorrect

Fuel Injector(s)

malfunctioning

Excessive fuel consumption

Faulty fuel
connections

Air starvation

Fuel Injector(s)
malfunctioning

Injection timing
incorrect

Remove fuel filler cap slowly and listen for
'Hiss'.

e Clean fuel filler cap

e Fit new fuel filter element

Check fuel system for unrestricted fuel flow.

9 Slacken injector pipe at injector and Injection
pump, observe fuel discharge whilst cranking

engine.

e Remove fuel return connection from injection
pump crank engine and observe fuel being
returned to the fuel tank.

e If no fuel is being returned to the fuel tank
remove fuel supply pipe to Injection pump and
connect a auxiliary fuel supply. Repeat above
test.

NOTE: Auxiliary tank must be below the line of the
Injection pump inlet.

© If fuel flow is evident this indicates that the
fuel supply pipe, fuel filter or fuel tank is
restricted or leaking (air in). Rectify as
necessary.

Check all pipe unions and joints in the fuel
system for tightness and effective sealing.
Do not overtighten.

Remove timing belt cover, check and adjust
Injection pump timing, [see Operation No. 23 414}

Remove injectorCs) and test (see specification).
Do not bend high pressure pipes.

Check all pipe unions and joints in the fuel
system for tightness and effective sealing.
Do not overtighten.

Check and, if necessary, replace air cleaner
element, check air supply hose for deterioration,

kinks and splits.

Remove Injector(s) and test (see specification).
Do not bend high pressure pipes.

Remove timing belt cover check and adjust
injection pump timing, (see Operation No. 23 414)

October 1984

FORD TRANSIT 2.5 D1 : SECTION 23C-22

DIESEL INJECTION SYSTEM

Condition

Condition No.7

Lack of power

Possible Causes

Remedy

Before checking the following possible causes ensure that:

Vehicle is not overloaded

Tyre pressures are correct for load carried

Clutch is not slipping

Brakes are not binding

Engine reaches maximum No-Load speed

The fuel injection pump has not been tampered with and seals are
unbroken

Check that maximum/full throttle can be obtained

The density of exhaust smoke is checked with engine warm and under
load

Possible Causes

Air starvation

Severely choked
fuel filter

Fuel starvation

Remedy

Fuel injector(s)
malfunctioning

Injection timing
incorrect

Low engine
compressions

Check and, if necessary, replace air cleaner

element.

Check air supply hose for deterioration, kinks

or splits.

a Fit new fuel filter element

Check fuel system for unrestricted fuel flow:

® Remove fuel return connection from injection
pump crank engine and observe fuel being
returned to the fuel tank.

6 If no fuel is being returned to the fuel tank
remove fuel supply pipe to injection pump and
connect an auxiliary fuel supply. Repeat above
test.

NOTE: Auxiliary tank must be below the line of the
injection pump inlet.

@ If fuel flow is evident this indicates that the
fuel supply pipe, fuel filter or fuel tank is
restricted or leaking (air in). Rectify as
necessary.

Remove and test injector(s) (see specification.
Do not bend high pressure pipes.

Remove timing belt cover, and crankshaft sealing
plugs and check injection pump timing.

Remove injectors and check compressions of each
cylinder. Rectify as necessary.

Do not bend high pressure pipes.

October 19184

FORD TRANSIT 2,5 Df: SECTION 23C-23

W^ml

DIESEL INJECTION SYSTEM

Condition

Condition No.8

Engine cannot be switched

off

Condition No. 9

Incorrect engine speeds

Possible Causes

Fuel shut off
(stop) solenoid not
operating

Remedy

Severely choked fuel
filter

Fuel starvation

Idle speed
incorrect

Maximum no load
speed incorrect

October 1984

Remove stop solenoid wire connection and check
solenoid operation:

d Turn ignition on and touch wire onto solenoid
connection, a click sound should be heard.

e If no click check voltage supply to solenoid
(12 volts/battery voltage) ignition on.

Fit new fuel filter element.

Check fuel system for unrestricted fuel flow:

6 Slacken injector pipe at injector and injection
pump, observe fuel discharge whilst cranking
engine.

e Remove fuel return connection from injection
pump crank engine and observe fuel being
returned to the fuel tank.

© If no fuel is being returned to the fuel tank
remove fuel supply pipe to injection pump and
connect an auxiliary fuel supply. Repeat above
test.

NOTE: Auxiliary tank must be below the line of the
injection pump inlet.

e If fuel flow is evident this indicates that the
fuel supply pipe, fuel filter or fuel tank is
restricted or leaking (air in). Rectify as
necessary.

Using tachometer, check and adjust idle speed (see
specification).

Do not adjust , consult Bosch or CAV agents.

FORD TRANSIT 2,5 Di : SECTION 23C-24

DIESEL INJECTION SYSTEM

Condition

Condition No. 10

Engine will not rev up
when cold

Possible Cause

Insufficient fuel
In tank

Fuel tank vent
blocked

Fuel shut off
solenoid defective

Fuel waxing

Severely choked fuel
filter

Fuel starvation

Waxstat failure (CAV)

Injection timing
incorrect

Poor engine
performance

Remedy

Fill tank with adequate fuel

Clean fuel tank filler cap.

Check solenoid operation,

Check fuel filter and fuel lines (see Page 15)

Fit new fuel filter element

Check fuel system for unrestricted fuel flow:

9 Slacken Injector pipe at injector and injection
pump, observe fuel discharge whilst cranking
engine.

Remove fuel return connection from injection
pump crank engine and observe fuel being
returned to the fuel tank.

@ If no fuel is being returned to the fuel tank
remove fuel supply pipe to injection pump and
connect an auxiliary fuel supply. Repeat above
test.

NOTE: Auxiliary tank must be below the line of the
injection pump Inlet.

If fuel flow is evident this indicates that the
fuel supply pipe, fuel filter or fuel tank Is
restricted or leaking (air in). Rectify as
necessary

Check position of pump levers (cold position)
Replace waxstat.

Remove timing belt cover, check and adjust

injection pump timing.

Remove Injectors and check cylinder

compressions.

Do not bend high pressure pipes.

October 1984

FORD TRANSIT 2,5 01: SECTION 23C-25

DIESEL INJECTION SYSTEM

23 174 AIR CLEANER - REMOVE AND INSTALL
SPECIAL SERVICE TOOLS REQUIRED: NONE
To Remove

1. Open hood, fit fender covers and disconnect

battery.

2. Disconnect air cleaner intake hose from air
cleaner spout.

Thenriostatically controlled air cleaner

Disconnect a1r cleaner diaphragm vacuum pipe
from brake servo supply pipe 'T' piece
connector.

Disconnect hose from exhaust manifold heater
box,

3. Remove mounting stay bolt/s and centre wing
bolt. Lift off air cleaner assembly.

To Install

4. Position air cleaner onto inlet manifold and
secure with wing bolt and mounting stay bolts.

5. Reconnect air cleaner intake hose to air
cleaner spout.

9 Reconnect air cleaner vacuum pipe to brake
servo supply pipe 'T' piece connection and
clip pipe into position.

@ Reconnect hose to exhaust manifold heater
box.

e Reconnect battery, remove fender covers and
close hood.

23 184 ELEMENT -.AIR CLEANER - REPLACE
SPECIAL SERVICE TOOLS REQUIRED: NONE
To Remove

1. Open hood, fit fender covers and disconnect
battery.

2. Remove air cleaner assembly as detailed in
Operation No. 23 174 of this section..

3. Remove three bolts from upper section of air
cleaner and split air cleaner in two
sections.

4. Remove element.
To Install

5. Using new element, reassemble air cleaner and
secure the two sections with the three bolts.

6. Refit air cleaner assembly as described in
Operation No. 23 174 of this section.

7. Reconnect battery.

8. Remove fender covers and close hood.

Fig. 28. Air cleaner assembly (CAV).

^^"^""^

— ^..■'-

'^^^^^%^___^,y\

<^^^r^

^:Pm^^\ ■ fJ

^K\

fi^fe^

V-

/^Vll'

TR-23C-74

Fig. 29. Thermostatically controled air cleaner
assembly mountings (Bosch).
A - Vacuum connection
B - Warm air heat box connection

TR-23C-24

Fig. 30. Separate the two sections and remove
the air cleaner element.

October 1984

FORD TRANSIT 2,5 Di : SECTION 23C-28

DIESEL INJECTION SYSTEM

23 410 INJECTION PUMP - CHECK TIMING

SPECIAL SERVICE TOOLS REQUIRED:

Injection pump timing peg .. ., 23-019
Crankshaft timing peg .. .. .. 23-021

To Check

1. Open the hood, fit fender covers, disconnect
the battery and the wire fitted to the stop
control solenoid on the fuel Injection pump.

2. Remove the bolts and detach the air cleaner

assembly from the inlet manifold as described
in Operation 23 174.

3. Remove rocker cover. Remove and discard the
old rocker cover gasket.

4. Remove the plastic plug from the timing peg
hole in the rear of the cylinder block
adjacent to the engine identification plate.

5. Remove the rubber plug from the front of the
engine timing belt cover and crankshaft pulley
assembly.

6. Rotate engine using socket and ratchet on
front crankshaft pulley centre nut.

7. Continue to turn engine so that No.l piston
begins to rise onto compression stroke, number
7 valve starts to rise (valves 7 and 8
rocking).

8. Insert the engine timing peg (Special Tool 23-
020) into the hole in the rear of the cylinder
block and apply light pressure so that as the
flywheel 1s turned, the peg will drop fully
into the hole in the flywheel as the
crankshaft reaches 11° BTDC.

9. With the crankshaft now set to IT BTDC, check
the injection pump timing by inserting the
pump timing peg (Special Tool No. 23-019)
through the access hole in the timing belt
cover and into position in the fuel injection
pump and pulley flange timing holes.

NOTE: The timing peg should slide easily through
the hole in the fuel injection pump pulley
flange and locate fully and squarely into the
hole in the Injection pump body.

If the peg will not locate due to the holes
being out of alignment. Refer to Operation
No. 23 411 Injection Pump - Adjust Timing.

10. Remove the timing pegs from the engine -and
refit rubber and plastic plugs to timing belt,
crankshaft and flywheel holes.

11. Refit rocker cover and new gasket and tighten
the retaining screws to specified torque in
correct sequence (see F1g.29). Immediately
retorque screws in same sequence.

12. Refit air cleaner as described in 0pp. 23 174

13. Reconnect stop control solenoid and battery.
Remove fender covers and close hood.

Fig. 31. Crankshaft timing peg location,

Fig. 32. Insert pump timing peg through access hole
in timing cover.

Fig. 33. Rocker cover screw tightening sequence.

October 1984

FORD TRANSIT 2,5 Oil SECTION 23C-29

i/brd

DIESEL INJECTIO

SYSTEM

23 411 INJECTION PUMP - ADJUST TIMING

SPECIAL SERVICE TOOLS REQUIRED:
Camshaft timing peg
Injection pump timing peg
Crankshaft timing peg ..

21-123

23-019
23 020

To Adjust

IMPORTANT: BEFORE TURNING THE ENGINE, ENSURE THAT
ALL THE TIMING PEGS HAVE BEEN REMOVED FROM THE
ENGINE.

1. Remove the grille as detailed In Operation 43
232.

2. Remove the radiator as detailed in Operation
24 254.

3. Slacken the nut and remove the viscous fan
assembly from the threaded water pump shaft.

4. Remove the four bolts and detach the water
pump drive pulley from the water pump flange.

5. Loosen the vacuum pump drive belt tensioner
and remove the belt.

6. Loosen the alternator adjuster/mounting bolts
and remove the fan/alternator drive belt.

7. Remove the six screws and detach the timing
belt cover assembly.

8. Ensure that the crankshaft Is still set at 11°
BTDC by Inserting the timing peg (23-020) into
the flywheel. If the flywheel has moved,
refer to Operation No. 23 410 sub-operations 6
to 8 for alignment procedure.

9. Using the 8,0 mm timing peg (Special Tool No.
21-123) lock the camshaft pulley in position.

10. Slacken the three bolts securing the drive
belt pulley to the fuel injection pump flange.

11. Align the hole In the fuel Injection pump
pulley with the hole in the pump body by
rotating the drive hub relative to the

pulley.

NOTE: To rotate the Injection pump drive shaft
carefully tap the side of the pulley bolts
clockwise or anti -clockwise as required
until timing peg can be fitted, see Fig. 31.

12. Insert timing peg Special Tool 23-019 through
Injection pump pulley.

NOTE: If the adjustment cannot be obtained by
rotating the pulley, remove timing belt and
adjust injection pump so that bolts are
central to the slots In the pulley. Refit
timing belt, refer to Operation No. 23 414 for
correct timing belt replacement.

13. Tighten the three pump driveshaft pulley
bolts.

Fig. 34. Slacken driveshaft pulley to fuel
injection pump flange bolts.

Fig. 35. Rotate injection pump driveshaft until
timing peg can be fitted.

Fig. 36. Insert timing peg through camshaft pulley.

October 1984

FORD TRANSIT 2.5 Di : SECTION 23C-30

23 411

DIESEL INJECTION SYSTEM

14, Remove all three timing pegs and rotate the
engine clockwise through two revolutions and
align timing peg holes as detailed in
Operation 23 410, sub-operations 6 to 8.
Re-insert the three timing pegs to check that
the injection pump timing is still correct.

NOTE: If the holes of the fuel injection pump
pulley and body do not align, repeat sub-
operations 9 to 14.

To Reassemble

15. Remove the flywheel timing peg and refit the
plastic blanking plug.

Fig. 37. Refit and adjust alternator belt.

16. Remove both the camshaft and fuel injection
pump timing pegs from the pulleys.

17. Fit the rocker cover and a new gasket and
tighten the retaining screws to the specified
torque in the correct sequence, Fig. 29.

18. Position the timing cover assembly on the
engine front housing and secure with the six
screws. Tighten the screws to the specified
torque. Refit the rubber plug into the timing
peg hole.

19. Refit the water pump pulley assembly onto the
water pump drive flange and secure. Tighten
the bolts to the specified torque.

20. Refit the viscous fan to the threaded water
pump shaft.

Fig, 38. Refit vacuum pump drive belt and adjust
to correct tension.

21. Fit the fan/alternator drive belt over the
pulleys, tension the belt and tighten the
alternator adjusting/mounting bolts to the
correct specification.

22, Fit the vacuum pump drive belt over the
pulleys, tension the belt and tighten the
tensioner bolts to the specified torque.

23. Refit the radiator as detailed in Operation 24
254.

24. Refit the grille as detailed In Operation 43
232.

25. Position the air cleaner assembly onto the
inlet manifold, tighten mounting bolts and
refit air intake hose.

Fig. 39. Refit air cleaner assembly.

October 1984

FORD TRANSIT 2,5 Dil SECTION 23C-31

FORD TRANSIT DIESEL FUEL SYSTEM

23 411

26. Reconnect the battery and the stop control
solenoid wire.

27. Replace crankshaft damper pulley rubber plug.

28. Start the engine and check for fuel, oil and
water leaks.

29. Remove the fender covers and close the hood.

23 413 4 ENGINE IDLE SPEED - ADJUST

NOTE: All the following adjustments must be made
with the engine at normal operating
temperature.

Do not adjust speed settings unless the tachometer
1s known to be accurate.

Where an optical or pulse type of tachometer Is to
be used, apply reflective tape or connect as
directed by the manufacturer's Instructions.

Check that the throttle lever on the injection
pump has full and free movement and that the lever
Is 'solid' on the Idle stop before adjusting the
idle speed.

Rectify any loose, excessively worn or maladjusted
throttle linkage before proceeding further.

1. Open hood and fit fender covers.

To Adjust Idle Speed

2. Start the engine. Using a suitable portable
tachometer, measure and record the engine Idle
speed (rev/min).

3. If necessary, slacken the locknut and adjust
the idle speed stop screw until a smooth Idle
within the specified range is obtained.
Tighten the locknut to the specified torque.

4. Check the setting by lightly depressing and
quickly releasing the throttle pedal two or
three times to ensure a consistent return to
the specified speed. Readjust If necessary.

NOTE: On Bosch fuel Injection pumps when the

engine Is hot a gap of 2,5 to 3,5 rm (0,10 to
0,14 in) should exist between the throttle
lever and the knurled end fitting on the
waxstat control cable. If the gap is not to
specification, slacken the locknut and rotate
the knurled fitting as required. When the gap
has been reset, tighten the locknut.

Fig. 40. Idle speed adjustment screw (CAV).

Fig. 41. Idle speed adjustment screw (Bosch)

F1g.42. Adjust knurled screw on 'waxstat' control
cable to obtain 2,5 to 3,5 rim clearance.

October 1984

FORD TRANSIT 2.5 Oi: SECTION 23C-32

23 413 4

DIESEL INJECTION SYSTEM

NOTE: Vehicles fitted with CAV type injection
pump:

If, after carrying out idle speed check or
adjustment, the engine continues to stall /cut
out, the following action must be carried
out;

e Ensure engine is at operating temperature.

9 Remove tamper proofing by cutting off with
knife. (B in Fi'g.43.)

9 Hold screw and undo locknut.

e Screw in anti-stall screw quarter turn.
Repeat test and adjust until stall
condition is overcome.

9 Tighten locknut and reseal screw with lead
seal and wire.

5. Remove the fender covers and close hood. Road
test the vehicle and check for satisfactory

performance.

Fig. 43. Anti-stall screw (CAV),
A - Idle speed screw
B - Anti-stall screw

23 414 INJECTION PUMP - REMOVE AND INSTALL

SPECIAL SERVICE TOOLS REQUIRED:

Camshaft timing peg 21-123

Injection pump timing peg .. .. 23-019

Crankshaft timing peg 23-020

CAUTION: DO NOT ALLOW DIESEL FUEL TO SPILL ONTO
THE STARTER MOTOR.

To Remove

1. Open hood, fit fender covers and disconnect
battery.

2. Remove the bolts and detach the air cleaner
assembly from the inlet manifold.

3. Remove the grille as detailed in Operation 43
232.

4. Remove the radiator as detailed in Operation
24 254.

5. Loosen the vacuum pump drive belt tensioner
pulley and remove the belt.

6. Loosen the alternator adjusting/mounting bolts
and remove the fan/alternator drive belt.

7. Slacken the nut and remove the viscous fan
assembly from the threaded water pump shaft.

8. Remove the four bolts and detach the fan and
water pump pulley assembly.

9. Remove the six screws and detach the timing
belt covers assembly.

10. Slacken the fuel pump pulley bolts.

Fig. 44. Slacken fuel pump pulley bolts,

October 1984

FORD TRANSIT 2,5 DiT SECTION 23C-33

DIESEL INJECTION SYSTEM

23 414

11. Remove the screws and detach the rocker cover.

12. Continue to turn engine so that No.l piston
begins to rise onto compression stroke, number
7 valve starting to rise.

13. Remove the plug from the timing peg hole In
the rear of the cylinder block adjacent to the
engine Identification plate.

14. Insert the engine timing peg [Special Tool 23-
020) into the hole In the rear of the cylinder
block and apply light pressure so that as the
flywheel is turned clockwise approximately 45°
the peg will drop fully into the hole in the
flywheel as the crankshaft reaches 11° BTDC,

NOTE: To allow the camshaft pulley to move freely,
the rocker shaft must be removed In order to
relieve the spring tension through the
pushrods and cam followers on the camshaft,

15. Remove the bolts and detach the rocker shaft
assembly from the cylinder head.

16. Slacken the timing belt tensioner adjusting
pulley bolts, push the tensioner back against
spring pressure (away from the camshaft
pulley) and temporarily tighten the pulley
bolts to retain the tensioner in this
position.

17. Slide the toothed timing belt off the fuel
injection pump drive pulley. Remove injection
pump pulley.

18. Remove the three bolts securing the fuel
injection pump pulley to the drive flange and
detach the pulley.

19. Disconnect and remove the four Injection high
pressure fuel feed pipes and leak, off pipe.
Fit dust caps to the injectors, fuel Injection
pump, and pipe connection points immediately.

20. Disconnect the throttle and 'Waxstat' fuel
control cables from the fuel Injection pump.

21. Disconnect the fuel shut off solenoid wire,
and Bosch start advance wire from the fuel
injection pump.

22. Disconnect the low pressure fuel feed pipe
from the filter to the fuel injection pump.
Seal the connection points with suitable dust
caps.

23. Remove the four retaining bolts and detach the
fuel Injection pump rear support bracket from
the engine.

24. Remove the three nuts and bolts securing the
fuel injection pump to the adaptor plate and
carefully lift out the fuel injection pump
assembly.

NOTE: Support the fuel Injection pump during this
operation to prevent damage.

Fig. 45. Set engine to No.l piston on TDC,
No. 7 valve rising.

Fig. 46. Remove rocker shaft assembly from the
cylinder head.

Fig. 47. Slacken timing belt tensioner adjuster.

October 1984

FORD TRANSIT 2,5 Di: SECTION 23C-34

23 414

DIESEL INJECTION SYSTEM

To Install

25. Carefully 11ft the fuel injection pump into
position on the rear face of the adaptor
plate. Locate the three mounting nuts and
bolts and tighten evenly to the specified
torque.

26. Fit the rear support bracket to the fuel
injection pump and cylinder block.

CAUTION: TIGHTEN THE BOLTS EVENLY AND ENSURE THAT
THE BRACKET DOES NOT FORCE THE PUMP AWAY FROM
ITS NATURAL ALIGNMENT WITH THE FRONT ADAPTOR
PLATE HOUSING.

27. Tighten the rear support bracket bolts to the
specified torque.

TR-23C-30

Fig. 48. Fit rear support bracket to fuel injection
pump and cylinder block.

28. Fit the fuel injection pump pulley to the

flange and loosely fit the retaining plate and
bolts. Ensure that the pulley bolts are in
the centre of the elongated slots.

To Set the Fuel Injection Pump Timing

29. Fit the three timing pegs. Special Tool
Numbers 21-123, 23-019 and 23-020, to the
flywheel, camshaft pulley and fuel injection
pump pulley,

30. Fit the toothed timing belt over the
crankshaft, camshaft and finally the fuel
Injection pump pulley.

NOTE: It may be necessary to slightly rotate the
fuel Injection pump pulley to correctly align
the teeth of the belt and the pulley.

31. Slacken the timing belt tensloner bolts,
depress and release the timing belt on its
longest span to activate the tensioner.
Tighten tensioner securing bolts.

32. Remove the three timing pegs and tighten the
three fuel Injection pump pulley bolts to the
specified torque.

33. Rotate the engine clockwise through two
revolutions. Re-insert the Special Tool
23-020 and peg the flywheel as 1t approaches
W BTDC.

34. Check the timing by inserting the timing pegs
into the camshaft and injection pump pulleys.

NOTE: If the holes of the fuel injection pump
pulley and body do not align, refer to
Operation No. 23 411, sub-operations 9 to 14.

35. Remove the three timing pegs and rotate the
engine a further 130°. Slacken the tensioner
bolts, depress and release the belt on the
longest span to activate the tensioner.
Tighten the tensioner bolts to the specified
torque.

Fig. 49. Fit timing peg to camshaft and Injection
pump.

A - Injection pump pulley timing peg
B - Camshaft pulley timing peg

Fig. 50. Depress and release the timing belt on
the belt's longest span.

October 1984

FORD TRANSIT 2,5 D1 : SECTION 23C-35

DIESEL INJECTION SYSTEM

23 414

36. Turn the engine clockwise to 11° BTDC and make
a final check on the timing by Inserting the
three timing pegs In the respective holes.

NOTE: The engine will need to be rotated through
approximately 1.1/2 revolutions.

37. Remove the flywheel timing peg and refit the
plastic blanking plug.

38. Remove both the camshaft and fuel Injection
pump timing pegs from the pulleys.

39. Inspect sealing washers and olives, replace as
necessary. Refit the high and low pressure
fuel feed pipes and leak off pipe to the fuel
Injection pump and the fuel filter.

40. Refit the rocker shaft assembly and tighten
the retaining bolts to the specified torque.

41. Adjust the valve clearances as detailed in
Section 21 of this Workshop Manual.

42. Fit the rocker cover and a new gasket.
Tighten the retaining screws to the specified
torque in the correct sequence.

43. Position the timing cover assembly on the
engine front housing and secure with the six
screws. Tighten the screws to the specified
torque.

44. Place the pulley assembly onto the water pump
drive flange and secure with the four bolts.
Tighten the bolts to the specified torque.

45. Fit the viscous fan to the threaded water pump
shaft.

46. Fit the fan/alternator drive belt over the
pulleys, tension the belt and tighten the
alternator adjusting/mounting bolts to the
specified torque.

47. Fit the vacuum pump drive belt over the
pulleys, tension the belt and tighten the
tensloner bolts to the specified torque.

48. Refit the radiator as detailed in Operation
No. 23 254.

49. Refit the grille as detailed In Operation No,
43 232.

50. Prime the fuel system (CAV only).

51. Fit the throttle cable to the fuel pump
throttle lever as described In Operation 23-
826.

52. Reconnect waxstat fast idle control cable as
described below:

CAV Injection Pump (engine temp, below 36°C 97°F)

Fit the waxstat fast idle control cable nipple
to the cold idle/advance lever. Fit the end
adjuster to the bracket with the M6 locknuts
either side.

TR/23C/15

Fig. 51. Tighten rocker cover bolts In correct
sequence, then retorque Inmiedlately.

Fig. 52. Refit alternator/vacuum drive belts and
adjust belt tension.

Fig. 53. Reconnect waxstat cable to injection pump.
(C.A.V. Pump Illustrated)

October 1984

FHRfl TRflM<:;TT 9 t; n-i • crmnM o-ir^-ic

23 414

DIESEL IMJECTION SYSTEM

To Adjust the Cable

NOTE: Vehicles built before June 1984 may be
fitted with a -aO'C waxstat and can be
identified by the lettering CIC stamped on the
outer body of the waxstat. Vehicles with
this type of waxstat the outer cable will need
to be pulled towards the rear of the engine
(to fully tension the inner cable) when
adjusting.

8 Unscrew the outer cable and tighten other
locknut against the fuel injection pump
adjustment bracket to give a 2 to 3 mm gap
between the inner cable ferrule and adjuster
end. Tighten locknut.

Check that a gap of 2 to 3 mm exists between
the Inner cable ferrule and adjuster, and that
the cold idle lever is hard against the cold
stop,

NOTE: At engine temperatures ABOVE 36'C with the
inner cable pulled hard towards the adjuster
the cold idle/advance lever should be hard
against the cold operation stop, with a gap of
2 to 3 mm between inner cable ferrule and
adjuster end.

Bosch Injection Pump (engine temp, below Se'C
97"F)

9 Fit the waxstat fast idle cable adjuster into
pump bracket, the inner nut having been
screwed onto the adjuster as far as possible,
and the outer nut finger tight against the
bracket.

Fig. 54. Adjust cable until a 2 to 3 mm gap

between the ferrule and end of adjuster
(CAV).

9 Feed inner cable through the fuel injection
pump spring loaded fast Idle sleeve to adjust
the cable.

s Rotate the fuel Injection pump throttle lever
forward into the open position and temporarily
retain 1n this position.

Push the spring loaded fast idle sleeve fully
home against the fast idle stop, and tighten
the cable clamping screw (exposed inner cable
should be kept as straight as possible during
this operation}.

© Unscrew outer adjusting nut and tighten Inner
locknut against the bracket until a 2 to 3 mm
gap exists between inner cable ferrule and
adjuster end is obtained. Tighten locknuts
against bracket. Release throttle lever.

e Check that a 2 to 3 mn gap exists between the
inner cable ferrule and adjuster end whew the
fast idle sleeve is hard against the fast idle
stop.

53. Position the air cleaner assembly onto the
Inlet manifold, fit the bolts and securely
tighten.

54. Reconnect the battery and refit the stop
control solenoid and cold start advance wires.

55. Refit the crankshaft pulley rubber plug.

Fig. 55 Adjust cable until a gap of 2 to 3 mm

between ferrule and cable end adjuster Is
maintained (Bosch).
A - Inner locknut C - Cable clamp screw
B - Outer locknut D - Fast Idle sleeve

October 1984

FORD TRANSIT 2,5 Dil SECTION 23C-37

DIESEL INJECTION SYSTEM

23 414

55. Start the engine and check for fuel, oil and
water leaks.

NOTE: If the engine fails to start, slacken No.l
and 2 injector high pressure fuel feed pipes
and crank the engine until fuel is pumped out
of the pipes. Tighten the connections once
engine starts.

56. Remove fender covers and close hood.

23 455 INJECTORS - REMOVE AND INSTALL

To Remove

1. Open the bonnet, fit fender covers and
disconnect battery.

2. Remove the bolts and detach the air cleaner
assembly from the inlet manifold.

3. Remove the banjo bolts and washers, detach the
leak off pipe from the injectors. Fit dust
caps.

4. Remove the four high pressure fuel feed pipes
at the injectors. Fit dust caps.

5. Remove the eight retaining nuts, lift off the
retaining plates and remove the four Injectors
from the cylinder head.

6. Remove and discard the old injector sealing
washers from either the injector nozzle or the
injector bore in the cylinder head. Fit
protective caps to the injector nozzles.

NOTE: Ensure all FOUR injector sealing washers are
removed frcm either injector bore or injector
nozzle.

J;ig.56. Disconnect banjo bolts and remove leak
off pipe.

A - Securing nuts C - Sealing washers

B - Injector clamp D - Banjo bolt

Fig. 57. Lift out injectors and sealing washers.

To Install

7. Remove the protective caps from the injectors
and fit new sealing washers to injector
nozzles.

8. Locate the injectors into the bores in the
cylinder head ensuring that the leak off
connection faces the rocker cover.

9. Fit the four injector retaining clamps
ensuring that the tab faces the inlet manifold
and that the arrow shape formed by the
retaining plate points towards the front of
the engine.

10. Fit the eight injector clamp nuts to the studs
and tighten evenly to the specified torque.

11. Remove the dust caps and fit the injector leak
off pipe. Using new sealing washers, tighten
the banjo bolts to the specified torque.

TR-23C-49

Fig. 58. Refit injector retaining clamps ensure
that the arrow shape points towards the
front of the engine.

October 1984

FORD TRANSIT 2.5 01: SFCTTnN P-^C-I^R

DIESEL INJECTION SYSTEM

23 455

12. Remove the dust caps and fit the high pressure
fuel pipes to the injectors and Injection
pump. Tighten to correct specification.

13. Fit the air cleaner assembly to the Inlet
manifold and tighten the retaining bolts.

14. Reconnect the battery, start engine and check
for fuel and compression leaks.

15. Remove the fender covers and close hood.

23 454 8 INJECTOR - OVERHAUL

SPECIAL SERVICE TOOLS REQUIRED:

Dismantling Jig HH-112

Nozzle Nut Socket CT-9009

Nozzle Cleaning Kit CT-9014

Nozzle Multlclean Machine .. HH-013

Probe Light Kit ANR-6

Nozzle Viewer HH-103

To Dismantle

CAUTION: THE NOZZLE AND THE NEEDLE FROM ANY ONE
INJECTOR ARE A MATCHED PAIR AND MUST BE KEPT
TOGETHER.

1. Place the injector on the dismantling jig
(Special Tool No. HH-ll?) and remove the
nozzle nut using the special socket (Special
Tool No. CT-9009). Remove the nozzle and
needle valve, the spacer, the spring seat and
the spring. Remove the pressure adjustment
shim from the top of the spring recess, this
may be held in by suction.

Cleaning and Inspection

2. The cleaning of injectors is best achieved by
the use of special tools (Special Tool No.
CT~9014). All the injector components must
have all the carbon completely removed,
injector spray holes should be cleaned using
wire probes. Hold the probes in the hand
chuck provided and to avoid bending or
breaking the wire ensure that only 1,0 mm
(0,04 In) protrudes frcmi the chuck. The probe
wire diameter must be 0,01 mm (0,004 in) less
than the specified spray hole diameter.

(j) >

H) >

=^==J

-^ — ( B

TR84-21B-054

Fig. 59. Injector assembly.

A - Retainer plate F - Adjuster

B - Body G - Retainer

C - Shim H - Nozzle

D - Spring J - Needle
E - Spring seat

Fig. 60. Injector cleaning tools.
A - Recess scraper
B - Seat scraper
C - Tip scraper
D - Nozzle hole probe and chuck

October 1984

FORD TRANSIT 2,5 Di: SECTION 23C-39

^mml

DIESEL INJECTION SYSTEM

23 454 8

WARNING: ADEQUATE EYE PROTECTION AND PROTECTIVE CLOTHING MUST BE WORN WHEN HANDLING THE FOLLOWING
SUBSTANCES:

e Liquid ACETONE and Us accompanying vapour are HIGHLY FLAMMABLE. It should not be used near a
naked flame or near electrical equipment. The working area must be well ventilated. No smoking.
No static discharges. Avoid prolonged skin contact.

If splashed in the eye, open eyelids fully, wash eye continuously with water for 10 minutes.
Obtain medical advice without delay.

e CAUSTIC SODA is CORROSIVE and will cause skin burns. Skin contact must be avoided at all times.

If skin contact occurs rinse thoroughly with water immediately and continue for a few minutes.
Then wash with soap and water and pat dry. Contaminated clothing must be quickly removed.

If swallowed, take immediately to hospital. A cupful of water or milk may be given slowly if able
to swallow.

If splashed in the eye, open eyelids fully, wash eye continuously with water for 10 minutes.

Obtain medical advice without delay.

NOTE: When there is a hard carbon deposit which cannot be readily removed by using the tools, one of
the following two solvents may be used.

a) Acetone - Immerse the nozzle in acetone for up to half an hour which will normally be sufficient
to soften the deposit. On removing the nozzle from the acetone It is important immediately to
rinse it in clean test oil to prevent corrosion occurring on the highly finished surfaces.

b) Caustic Soda - Dissolve 55g (2 oz) of caustic soda in 0,5 litre [1 pint) of water (11%
concentration by weight), and add 15g (0,5 oz) of non-foaming detergent. Place the nozzle in
the solution and boil for at least one hour but not for more than one and a half hours.

CAUTION: A CONCENTRATION OF CAUSTIC SODA OF MORE THAN 15% MAY CAUSE ROUGHENING OF IMPORTANT SURFACES OF
ItlLDS^Jt^ ^"^ "^"^"^^ ^^^^ ™ INJECTOR UNSERVICEABLE. TO PREVENT THIS OCCURRING. AS A RESULT OF

^y?^n5;^r2^ ^°^ '^^'^^^ ^"^^^^ ^^ ^"^^^^ PERIODICALLY TO THE BOILING SOLUTION TO MAINTAIN, OR
SLIGHTLY EXCEED, ITS ORIGINAL LEVEL.

3. After treatment, remove the nozzle from the solution and wash it in running water to remove all
traces of caustic soda. After washing, immerse the nozzle in a de-watering oil and remove the
surplus by draining.

October 1984 pOf^D TRANSIT 2.5 Di: SECTION ?.lr-.4n

23 454 8

DIESEL INJECTION SYSTEM

4. If 1t was necessary to use one of the
solvents, 1t may still be necessary to remove
particles of softened carbon lodging in
recesses or corners with the appropriate tool,

5. An additional aid to cleaning the nozzle
interior is the injector testing machine and
the self-contained nozzle 'muHl clean' machine
(Special Tool No. HH-013).

6. Using the 'Probelight' kit (Special Tool No.
ANR-6) and the Nozzle Viewer (Special Tool No.
HH-103), carefully examine the nozzle and
needle seat. If the seats are ridged, pitted
or discoloured due to overheating, a new
nozzle assembly must be fitted.

7. Check the spring for breakage or cracks in the
wire. Inspect all the remaining parts for
excessive wear and damage and replace with new
parts as necessary.

8. With the nozzle held at 45° from the vertical,
lift the needle valve 7 mm (0,28 in) from its
seat. Check that it is free to fall back to
its seat, under Its own weight, when It Is wet
with test oil. After having been pressed home
by hand in any position, the needle must also
be free to fall from its seat when the nozzle
is Inverted and still inclined at the same
angle from the vertical.

® — -F

^--<D

TR84-21B-060

; I

1
^

^-"^

^ ~ce)

Fig. 61. Nozzle viewer.

A - Needle microscope
B - Nozzle viewer
C - Nozzle holder
D - Light projector
E - Needle holder

To Reassemble

NOTE: Rinse all the injector parts in clean test
oil before reassembly. Do not dry the parts,
all the parts must remain wet during
reassembly. On no account must rag or
absorbent paper be allowed to come into
contact with the internal injector parts.

9. Place the injector holder on the dismantling
jig and place a pressure adjusting sh1m (see
note below) In the spring recess in the holder
followed by the spring. Place the spring
seat, the spacer and the nozzle assembly in
position (ensuring that the dowels engage
correctly), screw on the retaining nut and
tighten to the specified torque using the
special socket (Special Tool No. CT-9009).

NOTE: If Injector pressure shim Is replaced, the
new shim must be of the original shim
thickness.

10. After assembly. If the Injector Is not 'to be
tested and adjusted immediately, the union
connectors and the nozzle must have dust caps
fitted.

Fig. 62, Dismantling jig.

October 1984

FORD TRANSIT 2,5 DISSECTION 23C-41

DIESEL INJECTION SYSTEM

23 454 8

Testing and Adjustment

SPECIAL TOOLS REQUIRED:

Testing Machine Bosch 240A or Hartridge HH 601

WARNING : GREAT CARE SHOULD BE TAKEN WHEN TESTING
INJECTORS TO ENSURE THAT THE ATOMISED SPRAY FROM
THE NOZZLE DOES NOT COME IN CONTACT WITH HANDS OR
ANY OTHER PARTS OF THE BODY. THE HIGH PRESSURES
INVOLVED WITH THE ATOMISATION OF THE TEST OIL MAY
CAUSE IT TO PENETRATE THE SKIN CAUSING POSSIBLE
BLOOD POISONING. GOGGLES, GLOVES AND SUITABLE
PROTECTIVE CLOTHING SHOULD BE WORN DURING
TESTING.

NOTE:

a) New or reconditioned Injectors that have
previously been tested and adjusted and have
subsequently been stored, must always be
tested for opening pressure and spray
condition, irrespective of their shelf Hfe,
before fitting to an engine.

b) The test machine must be maintained in line
with the manufacturer's operating manual.

c) Before testing injectors for opening pressure
or back leak, close the pressure gauge
isolating valve and then open it one quarter
of a turn (90"). This will act as a damper
and prevent the gauge needle from oscillating
too violently thus obtaining a more accurate
pressure reading. However, even with this
dampening effect, it Is still difficult to
make an accurate reading as to when the nozzle
actually bursts. The best method is to
depress the machine handle to build up
pressure slowly, watch the gauge carefully and
note the highest pressure on the gauge just
before the Injector bursts.

d) When flushing and settling the injector needle
and spring or when testing the Injector spray
condition and pattern, always close the
pressure gauge isolating valve to:

i) Protect and prolong the life of the
gauge.

11) Prevent the oscillating gauge affecting
the spray pattern.

e) If the Injector does not pass one or more of
the following tests, it must be dismantled,
checked, reassembled and retested. If the
Injector fails one or more of the tests for a
second time, it must be scrapped.

Pressure Setting

11. Remove the blanking cap, if fitted, from the
injector high pressure union and the nozzle
and place the Injector on the test machine
mounting bracket. Connect the high pressure
pipe and tighten the union nut securely. Open
the test oil flow control valve on the machine
one full turn. Switch on the spray chamber
light and extractor fan.

TR/23C/41

Fig. 63. Bosch 240A nozzle tester.

Fig. 64. Testing back leakage time.

October 1984

FORD TRANSIT 2,5 Di: SECTION 23C-42

23 454 8

DIESEL INJECTION SYSTEM

12. Quickly operate the pump handle several times
to flush the injector and to settle the sorinq
and needle. ^

13. Pump the machine handle and slowly turn the
test 01*1 flow control valve on the machine
towards the closed position until the flow is
just sufficient to produce a well atomised
spray.

14. Pump the machine handle and note the opening
pressure registered on the gauge. If the
injector is not opening at the specified
pressure, remove the injector from the test
machine.

15. Dismantle the injector and change the pressure
adjusting shim. A thicker shim will increase
the opening pressure, a thinner shim will
reduce the pressure. Reassemble the injector
and retest. Repeat this procedure on a 'trial
and error' basis until the nozzle opening
pressure Is within the specified tolerance.

Spray Pattern

NOTE: The pumping rate on the test machine handle
IS very important when testing spray pattern.
The handle should be pumped at a rate of 1 to
2 down strokes per second.

16. Pump the machine handle and observe the spray
from the Injector. For correct functioning it
Is essential that the Injector 'chatters'
throughout the entire period of spraying.

17. The spray from the holes In the nozzle must be
equal in shape, size and intensity. The spray
must be free from 'hosing', streaks and
'softness'.

Back Leak Test

18. Press down on the pumping handle slowly until
the specified back leak test upper pressure is
obtained. Take the hand off the pumping
handle and start the timer while the gauge is
still registering the upper pressure. Measure
the time taken for the pressure to fall to the
specified lower pressure. The time taken for
this fall In pressure should be within the
specified tolerance.

NOTE: If the back leak time is greater than the
specified value, this could indicate that the
needle to nozzle clearance is too tight and
the needle may seize if this nozzle assembly
Is used In an engine, change for another
nozzle assembly and retest.

19. If the back leak Is less than the specified
value, first check for external leaks, such as
at the pipe union connection and the nozzle to
holder sealing face, also check the nozzle
retaining nut torque. Next carry out the
nozzle seat leakage test. If this test proves
negative, then the cause Is probably too much
clearance between the needle and nozzle,
change for another nozzle assembly and
retest.

Fig. 65. Nozzle pop test.
A - Oil supply
B - Pressure gauge
C - Pump handle
D - Injector

G/1/3069/A

Fig. 66. Spray pattern.

A - Correct - hard spray no tracking
B - Incorrect - soft spray
C - Incorrect - tracking

October 1984

FORD TRANSIT 2,5 DlT' SECTION 23C-43

DIESEL INJECTION SYSTEM

23 454 8

Nozzle Seat Leakage Test

20. Ensure that the spray chamber extractor is
switched off.

21. Wipe the nozzle tip with absorbent paper or
non-fluffy cloth to ensure that the nozzle is
completely dry. Push down on the pump handle
slowly to raise the pressure to 10 bar (10,2
kg/crn^, 145 lb/in') below the specified
nozzle opening pressure and continue to push
down on the handle sufficient to maintain the
pressure steady at this value for 6 seconds.
After this time, nozzle dampness is
permissible but if any droplet falls the
injector has failed this particular test.

NOTE: Failure in the test indicates poor sealing
between the needle and nozzle seat. This
could be caused by, foreign matter trapped on
the seat, incorrect seat angles, non-
concentric seats or damaged seat faces.

22. Remove the Injector from the test machine. If
the injector has passed all the tests
satisfactorily and is not to be fitted to an
engine Immediately, replace the dust caps on
the high pressure union connection and on the
nozzle.

October 1984 POrD TRANSIT 2,5 Di : SECTION 23C-44

DIESEL INJECTION SYSTEM

23 483 PIPES - INJECTOR DELIVERY - REMOVE AND
INSTALL

SPECIAL SERVICE TOOLS REQUIRED: NONE

To Remove

1. Open hood, fit fender covers and disconnect
battery.

2. Remove air cleaner assembly as described in

Operation No. 23 174.

3. Remove anti-vibraticn clamps from injector
pipes.

4. Remove injector pipes from injectors and
injection pump, fit blanking plugs to both
injectors and injection pump to prevent dirty
entry.

5. Fit blanking- plugs to injector pipes and
remove pipes from engine, carefully feeding
through inlet manifold.

NOTE: DO NOT bend or reshape injector pipes
otherwise damage will result.

Fig. 67. Remove injector pipe anti-vibration
clamps.

To Install

6. Guide injector pipes between inlet manifold
and cylinder head. Remove blanking plugs from Fig. 68. Refit injector pipes to injection pump.
injectors, injection pump and injection high A - No.l cylinder injector pipe
pressure pipes. B - No. 2 cylinder injector pipe

C - No. 3 cylinder injector pipe
D - No. 4 cylinder injector pipe

7. Refit injector pipes to injectors and
injection pump. Care must be taken not to
apply any strain on pipes when securing.

NOTE: Hand tighten both ends before fully
tightening to correct torque.

8. Refit anti-vibration clamps to injector
pipes.

NOTE: Failure to fit anti-vibration clamps will
result in injector pipe fatigue.

9. Refit air cleaner assembly as described in
Operation No. 23 174.

10. Reconnect battery, remove fender covers and
close hood.

Fig. 69. Reconnect air cleaner assembly.

October 1984

FORD TRANSIT 2.5 Di": SECTION 23C-45

DIESEL INJECTION SYSTEM

23 534 FUEL PUMP - REMOVE AN D INSTALL
SPECIAL SERVICE TOOLS REQUIRED: NONE

NOTE: Fuel pump (hand primer) is only fitted to
vehicles equipped with a CAV fuel system.

To Remove

1. Open hood, fit fender covers and disconnect
battery.

2. Place a protective cover over starter motor
assembly. Disconnect injection pump supply
pipe from fuel pump.

3. Remove banjo bolt and two sealing washers from
fuel filter/fuel pump housing.

Fig. 70. Remove banjo bolt and sealing washers.

4. Lift out fuel pump assembly.

To Install

NOTE: Inspect all rubber sealing ferrule on high
and low pressure pipes and replace as
necessary.

5. Locate fuel pump assembly to fuel filter, set
vertical and secure with banjo bolt and new
sealing washers.

6. Reconnect injection pump supply pipe to fuel
pump.

7. Remove protective cover from starter motor.

Fig. 71.- Locate fuel pump assembly to fuel filter
and prime pump by depressing plunger.

8. Reconnect battery, remove fender covers and
close hood.

23 545 FUEL FILTER - REMOVE AND INSTALL
SPECIAL SERVICE TOOLS REQUIRED: NONE

To Remove

1. Open hood, fit fender covers and disconnect
battery.

2. Place a protective tray over starter motor
assembly.

Fig. 72. Disconnect fuel supply pipes from fuel
filter and lift pump.
A - Sealing rubber ferrule

October 1984

FORD TRANSIT 2.5 D1: SECTION 23C-46

DIESEL INJECTION SYSTEM

23 545

3. Disconnect fuel supply and outlet pipes from
fuel filter (fuel pump) assembly.

4. Remove fuel pump if fitted.

5. Remove filter assembly mounting bolts, lift
out fuel filter assembly.

6. Drain unit. Refer to Section 05 - Health and
Safety Precautions of this Manual for fuel
safety.

To Install

NOTE: Inspect all rubber sealing olives on low
pressure pipes, replace as necessary.

7. Refit fuel filter assembly and secure to
inlet manifold.

8. Refit fuel pump to filter (if fitted).

9. Reconnect fuel filter inlet pipe and injection
pump supply pipe.

10. Remove protective cover from starter motor
assembly.

11. Reconnect battery and start engine. Run
engine until fuel system purges Itself of
air.

NOTE: On engines fitted with a CAV fuel system,
the fuel system should be primed using the'
fuel hand primer pump before attempting to
start the engine.

Remove fender covers and close hood.

23 546 ELEMENT - FUEL FILTER - REPLACE

Fig. 73. Fuel filter to manifold securing bolts.

Fig. 74. Slacken fuel filter band clamp securing
wing nut fully before removing filter
element.

SPECIAL SERVICE TOOLS REQUIRED: NONE

To Remove

1. Open hood, fit fender covers and disconnect
battery .

2. Place a protective cover over starter motor.

3. Slacken off fully fuel filter element
retaining clamp wing nut.

4. Carefully pull fuel filter element sideways
and down towards starter motor In order to
remove from filter body.

5. Drain fuel from filter into suitable
container. Refer to Section 05 - Health and
Safety Precautions of this Manual for the
disposal of the waste fuel.

Fig. 75. Carefully pull down fuel filter. Care
must be taken not to spill fuel over
starter motor.

October 1984

FORD TRANSIT 2,5 Di: SECTION 23C-47

DIESEL INJECTION SYSTEM

23 546

To Ilistall

6. Insert new fuel filter element Into filter
body, push element up until it dips into
position.

7. Tighten filter element retaining clamp wing
nut fully (by hand).

8. Pull down on element to ensure it is correctly
locked in position.

9. Remove protective cover from starter motor
assembly.

10. Reconnect battery and start engine. Run
engine until fuel system purges itself of
air.

Flg.76, Priming fuel filter using primer pump
assembly (CAV fuel system only).

NOTE: For engines equipped with a CAV fuel system
the fuel filter system should be primed using
the fuel hand primer pump before attemtping to
start the engine.

11. Remove fender covers and close hood.

23 548 FUEL RESERVOIR - REMOVE AND INSTALL
SPECIAL SERVICE TOOLS REQUIRED: NONE

To Remove

1. Open hood, fit fender covers, disconnect
battery.

2. Place suitable drain tray below reservoir.

3. Disconnect breather pipe.

4. Disconnect fuel supply and outlet pipes,

5. Remove two bolts and detach reservoir.

To Install

6. Locate reservoir in position and secure.

7. Reconnect fuel supply and outlet pipes to
reservoir.

8. Reconnect breather pipe.

Fig. 77. Cold start reservoir.

Reconnect battery, remove fender covers and
close hood.

October 1984

FORD TRANSIT 2.5 Di: SECTION 23r.-48

°JI'"- ^^^^CTIO, srSTEM

SPECIAL SERVICE TOOLS REQUIRED:
To Remove
I. Open^hood. m fender

the fue, P^^Tflt^t^Xltiroon^llZ:'"'

'■ "-?.o:^2rfr:.ir^:^,?^„--,ed .„

1 IR/23C/64

"'■''■ e°;iSr* ^-^^^Pe fro™ heater

4. Disconnect the elertrirai ^

'■met .an,-foId f,Tf]l^ IZl'r'lZZ^ '''

'■ llnrfZ:''' "^"" "-*- ^^»ent fr™ ,-„,et

Io_Instan_

^■^■g-79. Remove fast fl

manffoTd "" ^^""^"* f^^°^ ^"nlet

7. Reconnect fuel supply pfpe to heater

element.

8. Reconnect electrical connectfon to heater

'■ Ope"at,t' 23'l7T '"^^^^ '^ ''"crtbed In

"• c^o^rd"^"^-^' -«- ^-''er

covers and

Fnpn TDflitt'T-r rt ,- - .

D I E

SE L INJECTION SYSTEM

jTm CABLE - ACCELERATOR - RiiwlSlNSTALL

(includes: adjust)

SPECIAL SERVICE TOOLS REQUIRED: NONE

To Remove

1. Open hood, fit fender covers, disconnect
battery.

2. From inside vehicle, disconnect accelerator
cable from pedal shaft.

^ Frnm under hood disconnect outer cable
'• crplete with retaining 9r«t fro. bulkhead
outer cable support bracket, ^^^ing
screwdriver, prise grommet out of bulkhead
bracket.

4. Remove outer cable grommet and discard the
grommet (a new grommet must be used if cable
is to be refitted). Unclip cable from top
edge of radiator.

5 Using a spare cable bracket (Part Number
72GB9677UA) make up a special^ tool for
disconnecting cable from eng-'"%^^f ^f ,3
described in Section 23A, Operation No. 23

826.

6 Disconnect Inner cable from Injection pump
throttle lever.

7 Pull nut steel clip and use special tool to

'• relove adjufter fr» engine bracket and detach
cable assembly.

NOTE- On LHD vehicles it is necessary to remove
plastic tie clip from radiator top hose.

To Install

8. Position cable through engine b^^ckei: and
reconnect inner cable to injection pump
throttle lever.

9 Push outer cable adjuster into engine bracket
and ensure steel clip is pushed fully home,

in ^llde retaining grommet into bulkhead outer
^ caile suppirl brlcket. Slide cable through

grommefand bracket and push cable until it

clicks into position.

11. From inside vehicle reconnect inner cable to
throttle pedal.

12. Reclip throttle cable to top edge of radiator
or secure to top hose (LHD).

13 With the assistance of a second technician,
hild throttle pedal fully down until it stops
on the support bracket, then adjust cable
until full throttle is obtained on the
injection pump lever.

U, Release throttle pedal and check that
injection pump lever returns to its idle
position.

15. Reconnect battery, remove fender covers and
close hood.

Flg.80. Disconnect throttle cable from bulkhead
bracket.
A - Grommet
B - Insert screwdriver

Fiq 81. Accelerator cable remover tool.
A - 25 nrn (1,0 in)
B - 4 dot holes

Fig. 82. Adjust throttle cable tension.
A - Adjuster

FORD TRANSIT 2,5 01: SECTION 23C-50

Ill''' '^'J^CTIO, SrsTEH

1. Open^hood, nt fence, cove.s. disconnect

'■ Z^TtlolVo'.lrur^'^' - •'^^-•'ed ,-n
3- Drain coolant, refer to Section 24.

'• Sr^st^al h^°3r^«*^* -™"-"3 "oHs fro™

'■ cabM^?.o:ractJ^ \^f?rL7 ™t= -^ re^o^e
cable assembly *^* ""^ ^''st" and

'■ cte i::„^nf--°Mnner cable fro™
cable assembly. ' ^^^* °"t waxstat and

Iojnstal_l_

'■ h™sf„rr„Itcte"'''* "«^*^* *° ^^ermostat

'■"Uadv;^^^^^.-*-' cable to the

9. Reconnect the outer cablp tn k ,

nut either side. *° ^^^'^'^^t with one

10. Adjust cable as described below:

^^^^-^^^^^^iH2» (engine temp, below 36«c 97"F)

' n^'pple%:ih?Jo[rL;;^;%-"trol cable
the end adTuturitl/u'^'T^ ^^^^^- FTt
^ocknuts either sfde ''^^^ ""'^^ ^^' M6

identified bv the i»S ■ * ^"'' "" be

outer body o^ thl v^altl"' vL'\"°''' °" 'he
this type of waxstat thf ^"'^icles with
to be pfiied ZlrZ t e earo?1h' "'" "''"
adjust]:; *^"--°" '"^ -ne?cXf:,-3'-

' &t a\':i„°:t*T,r?Lv"^-*'-^"- o*"-

adJust.en?"rac\:M"g v^J'T/™"
between the inner raMa^J ? ^ "im.gap

end. Tighten ?ocknut!' "''"^^ ^"' ^^j""^te

® Check that a gap of ? tn ^ ™.
the inner cable ferrule Jri^^-'\'^' ^^*^^e"
that the cold idle leve, ?s h.rd'^''^ '"^
cold stop. ^^ "3"^^ against the

NOTE: At engine temperatures ARnVF ?fiV -..

inner cable pulled hard frZ.l L^ ^''^^ the

the cold Idle/advance ?ever^hn ,^5\^^J^ster

against the cold ooeratinn ?°"^^ ^^ ^^^^

2 to 3 mm between inneJ?abl.°?' ^\*^ ^ 9^P °^
adjuster end. "''^^ ferrule and

"''■''■ ^st^Zs^^'^-^^-^^^ro.

F19.84. Reconnect cable to cold start advance

fi"g-85. Adjust until a 2 tn ^ mm

ferrule and end'of*°eabr IVsllT"

FOPn TDrtMPT-

w<^^

BiESEL INJECTION SYSTEM

23 828

BoschlnjectiorLP^ (engine temp, below se'C

grrrf

Fit the waxstat fast idle cable adjuster
nto pump bracket the inner nut having been
screwed onto the adjuster as far as
possible! and the outer nut finger tight
against the bracket.

, Feed inner cable through the fuel injection
pump spring loaded fast idle sleeve to
adjust the cable.

a Rotate the fuel injection pump throttle
" lever forward into the open position and
temporarily return in this position.

« P,i<;h the spring loaded fast idle sleeve
fully home against the fast idle stop, and
tighte the cable clamping screw (exposed
inner cable should be kept as straight as
possible during this operation).

e Unscrew outer adjusting nut and tighten
inneMocknut against the bracket until a 2
to 3 mm gap exists between inner cable
ferruTe and adjuster end is obtained.

Tighten locknuts against bracket.

Release throttle lever.

Check that a 2 to 3 mm gap exists between
the inner cable ferrule and adjuster end
when tHe fast idle sleeve is hard against
the fast idle stop.

Fig.B6. Reconnect cable to the spring loaded fast
idle sleeve.

leeve fully home against

Fia 87 Push fast idle sleeve tuny num^ ay
^'^' itfstop in the fast idle position.

11. Refill coolant to correct level.

12. Refit air cleaner assembly as described in
Operation 23 174.

13. Reconnect battery, remove fender covers and
close hood.

Fiq 88. Pull outer cable towards rear 0^/^31 ne.
^ A - 2 to 3 mm gap between the end of

cable adjuster and ferrule must exist.

FORD TRANSIT 2,5 Di: SECTION 23C-52

DIESEL INJECTIOW SYSTEM

TECHNICAL DATA

GENERAL

Injection Pump Timing

Timing Belt Tension ,.

Engine Idle Speed

Engine Maximum Full Load Speed

Engine Maximum No Load Speed

Fuel Tank Capacity ..

Injector burst pressure settings

Back Leak Time:

Bosch - Pressure Fall
240 to 190 Bar

CAV - Pressure Fall
172 to 142 Bar

Ambient Temperature/Back Leak Time Correction chart

Ambient
Temp.

'C
10
16
21
27
32

°F
50
60
70
80
90

Corrected Time
in Seconds

7 to 34,5
6 to 30

5,5 to 27
5 to 24

4,5 to 21

Nominal

11° before top dead centre
220 - 345 N (50 - 78 Ibf)
800 - 850 RPM

4000 RPM

4320 - 4480 RPM

68 litres (15 Imp. galls.)

CAV 260 atmospheres
Bosch 250 atmospheres

5 to 40 seconds

October 1984

FORD TRANSIT 2.5 Di : SECTION 23C-53

DIESEL INJECTION SYSTEM

TECHNICAL DATA

Tightening Torques

(Clean threads slightly oiled)

Alternator:

Adjusting strap MS .. .. .. .. 12

Support bracket M8 18

Crankshaft:

Pulley centre bolt .. .. .. .. 312

Flywheel to crankshaft 59

Fuel filter to inlet manifold 15

Hand primer banjo bolt 26

Leak-off pipe connections

Side fitting 6

Pump top fitting 15

Low pressure fuel pipe unions (rubber olive

type) .. .. 9

Injection pump:

Pump to mounting plate 21

Mounting plate to front housing .. .. 24

Rear support bracket bDlts .. ., .. 21

Pulley bolts 22

C.A.V. stop solenoid .. .. .. .. 15

Bosch stop solenoid 20

Bosch advance expansion element .. ,. ,. 15

Bosch advance unit banjo bolts (M6) .. .. 8

Injectors

Injector clamp nuts .. .. .. .. 12

Feed pipe nuts .. ., .. .. .. 18

Feed pipe clamps .. 7

Manifolds

Exhaust to head .. .. .. .. 40

Inlet to head 20

Oil Pump:

Pump to front housing 17

Cover to front housing 20

Rocker cover 1st stage

Tighten screws In sequence .. .. .. 6

2nd stage 6

IMMEDIATELY retorque In same sequence

Rocker shaft:

Locating bolts - M6 8

Pedestal bolts - M8 26

- MIO 63

Timing belt:

Cover to front housing 5

Tensloner plate .. .. .. .. .. 20

Idler pulley centre bolt 51

Vacuum Pump:

Pump to front housing 31

Pump pulley nut .. .. ,. .. .. 70

Water Pump:

Pump to front housing - M8 .. .. 11

- MIO .. ..40

Pulley bolts 7

to 15
to 23

to 345
to 67
to 21
to 34

to 8
to 21

to 11

to 26
to 30
to 26
to 27

to 20
to 25
to 20
to 12

to 15
to 20
to 9

to 50
to 25

to 21
to 25

to 8
to 8

to 11
to 32

to 70

to 9
to 25
to 64

to 39

to 90

to 15
to 51

to 10

31
6
1
2

kgm

2 to 1,5
8 to 2,3

8 to 35,3
to 6,

5 to 2

6 to 3

6 to
5 to 2

9 to 1

1 to 2

4 to 3

1 to 2

2 to 2

5 to 2
to 2
5 to 2
8 to 1

2 to 1
8 to 2

7 to

5 to 5
to 2

7 to 2
to 2

6 to
6 to

8 to 1

6 to 3
4 to 7

5 to
to 2
2 to 6

2 to 4
1 to 9

1 to 1
1 to 5

0,7 to 1,0

Ibf.ft

9 to 11
13 to 17

230 to 256
44 to 49
11 to 15
19 to 25

4 to 6
11 to 15

7 to 8

15 to 19
18 to 22

15 to 19

16 to 20

11 to 15

15 to 18

11 to 15

4 to 9

9 to 11

13 to 15

5 to 7

32 to 37
15 to 18

12 to 15
15 to 18

4 to 6
4 to 6

6 to 8
19 to 24
46 to 51

4 to 7
15 to 18
38 to 47

23 to 29
52 to 66

8 to 11
30 to 38

5 to 7

October 1984

Ffipn TOflM<;TT 9 ^ nn- <;rrTTnM q-^c^c^a

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