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NOTE: Ford DOES NOT provide procedures to retrieve or clear trouble codes without the Super Star II tester. The anti-lock brake/traction assist system has on-board diagnostic capabilities. However, the module as received from manufacturing is equipped with a stored error code (61). This will affect the service procedure. The error codes can be retrieved from the ABS module in the following manner. 1. 2. 3. 4. Connect Super STAR II tester to connector located in engine compartment on the power distribution box. Turn on Super STAR II tester and latch button down in TEST position. Turn ignition switch to RUN position. Read first code output. After approximately 15 seconds, the next code will be output. Leave button latched until all codes are output. NOTE: Make sure that all codes are written down. 5. The diagnostic procedure should be as follows provided that the CHECK ANTI-LOCK BRAKE indicator stays on all the time or flashes intermittently. NOTE: If the BRAKE warning indicator is on or intermittently comes on, refer to the Warning Indicator Symptom Chart. NOTE: If there are more codes stored in the anti-lock brake control module memory, no codes will erase until all codes have been output by the Super STAR II tester, all malfunctions have been serviced and the vehicle is driven about 40 km/h (25 mph). This means that if a 20s code originally existed and was serviced, it can be ignored when running the on-board diagnostic the second time. If the first code received is 18, 19 or in the 20s and no other code is received, service the indicated component. No other codes can be output if a 20s code exists. After servicing the indicated 18, 19, or 20s code, repeat the procedure for retrieving error codes. 6. If a code 61 is received with any other code, ignore the code 61 and service the other indicated components. If, after correcting all other indicated malfunctions, the CHECK ANTI-LOCK BRAKE indicator is still on, service the Fluid Level Switch (FLS) circuit. 7. If a code 61 is received and no other codes are received, service the FLS circuit. 8. If no code, or only a code 10 is received, use the Anti-Lock Quick Check Sheet since some possibilities are not recognized and retained in the anti-lock brake control module memory. See: Trouble Code Descriptions/Quick Check Sheet 9. When dealing with intermittent ABS warning light ON concern, make certain to visually inspect all wiring related to the component associated with the code received.

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Cougar 16 pin CAN1 / CAN2 Under Dash panel centre To 1995 Cougar 16 pin CAN1 / CAN2 Near driver side door, just above From 1995
pedals. Escort/Orion 3 pin 2/3/4 pin to 16 pin Engine compartment rear LH side. To 1995 (A903061-3) Escort/Orion 2 pin 2/3/4 pin to 16 pin Engine compartment rear LH side. To 1997 (A903061-3) Escort/Orion 16 pin CAN1 / CAN2 Engine compartment rear LH side.
1994 to 1997 Escort/Orion 16 pin CAN1 / CAN2 LH A-pillar (RHD), RH A-pillar 1996 on (LHD). Fiesta/Courier 3 pin 2/3/4 pin to 16 pin Engine compartment. To 1995 (A903061-3) Fiesta/Courier 2 pin 2/3/4 pin to 16 pin Engine compartment. To 1995 (A903061-3)
Fiesta/Courier 16 pin CAN1 / CAN2 LH A-pillar. To 1996 Focus 16 pin CAN1 / CAN2 Under dash panel.

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Common causes of camshaft timing belt failure on the above vehicles are due to incorrect operating tension, or ingress of dirt, water, or debris entering the timing belt cover. Predominantly on Fiesta models a high percentage of camshaft timing belt failures occur after the ancillary poly ‘V’ drive belt has failed, where strands of material off the broken belt have entered the timing belt cover. This is especially so where an ancillary belt has been fitted that does not contain “Kevlar” based materials. It is therefore important to always remove the timing belt cover to check for belt debris if the ancillary belt has failed. Any contamination that enters the timing belt cover can become compressed between the surfaces of the camshaft timing belt and drive pulleys. This causes wear to both the belt teeth, backing surface, and damage to the drive pulleys, resulting in premature failure of the camshaft timing belt. Later engines have modifications to improve the sealing of the belt cover around the crankshaft pulley, to reduce the level of outside contamination. Incorrect tensioning of the belt during installation will adversely affect the life of the belt. Before fitting a new belt it is important to check and observe the following points :- 1) Right Hand Inner Wing Splash Shield (Fiesta, Escort, Mondeo) This must be fitted and undamaged. 2) Timing Belt Cover Check that all components of the cover are fitted and undamaged. Ensure the latest type of modified cover is fitted. 3) a) Toothed Drive Pulleys Check that the tooth profiles are not worn or damaged. On vehicles built before January 1994 special attention should be given to the nylon toothed pulley situated below the camshaft pulley in a clockwise position on the belt drive (see diag item 4). This should be changed to a modified steel pulley (Ford No. 7053802) plus bolt (6701537). Ensure that the Camshaft and Injection Pump sprockets are free to rotate on the drive locations when the retaining bolts are slackened off. b) 4) a) b) c) Water Pump, Idler and Tensioner Pulleys Check that the belt running surfaces are not worn or damaged. Check that the flanges are running true and not damaged. Check that the water pump, and pulley bearings are in good condition, to ensure correct belt alignment. 5) Crankshaft Pulley The toothed pulley is in two parts. The rear section (Injection Pump Drive) is located onto the crankshaft by a small drive pin. The front section (Camshaft and “Poly V” belt drive) engages onto the rear pulley via a small vee protrusion on the rear face. Should the central fixing bolt for the crankshaft pulley come loose, or an old bolt re-used (Stretch bolt design), it is possible for fretting to take place damaging the locations. The crankshaft and camshaft pulleys can then move out of timing alignment, resulting in valve and piston contact damage. Replacement Procedure As the vehicle is fitted with two timing belts, one to drive the Camshaft, and one to drive the Injection Pump drives, which are driven off the crankshaft pulley, it is strongly recommended that both belts are replaced at the same time. NOTE: Special tools are required to lock the crankshaft, camshaft, and injection pump in the correct angular location when changing the belts, to ensure correct timing position. IMPORTANT: Ensure the engine is cold (not run for 4 hours) before commencing working as this will affect the setting of the timing belt tension and could lead to premature failure. Continued . . . .

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DESCRIPTION The following vehicles share common transaxle Diagnostic Trouble Codes (DTC): • 1996-2005 Accent • 1996-2000 Elantra • 1997-2001 Tiburon Elantra and Tiburon vehicles produced beginning 6/1/99 and 2000-2005 Accent vehicles use a valve body with six solenoids and have several new DTCs. DTC information can be found in the shop manuals, TSBs and Engine Fault Code Diagnostic Manual (OBDII Manual) listed below: DTC P0501 Vehicle speed sensor range DESCRIPTION P0703 Stop lamp switch – Open/short P0705 Range switch signal problem P0707 Range switch – open circuit P0708 Range switch – short circuit P0710 A/T fluid temperature sensor P0711 A/T temperature sensor – rational- ity check DTC P0712 A/T temperature sensor signal – open/short P0713 A/T temperature sensor signal – open/short P0717 No pulse generator A signal P0722 No pulse generator B signal P0727 Engine speed signal – open circuit DESCRIPTION P0731 1st gear incorrect ratio P0732 2nd gear incorrect ratio P0733 3rd gear incorrect ratio P0734 4th gear incorrect ratio P0740 Torque converter clutch control system problem P0741 Damper clutch stuck off P0742 Damper clutch stuck on P0743 Damper clutch control solenoid valve – open/short P0745 Pressure control solenoid valve A – open/short, TR-9 P0747 Pressure control solenoid valve – open P0748 Pressure control solenoid valve – short P0750 Shift control solenoid valve A – open/short P0752 Shift control solenoid valve A – open P0753 Shift control solenoid valve A – short P0755 Shift control solenoid valve B – open/short P0757 Shift control solenoid valve B – open P0758 Shift control solenoid valve B – short

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Drive Cycle Recommendations NOTE: The following procedure is designed to execute and complete the evaporative emission repair verification drive cycle and to clear the Ford P1000, inspection and maintenance (I/M) readiness code. When the ambient air temperature is below 4.4°C (40° or above 37.8° (100° or the altitude is above 2,438 meters (8,000 feet), the EVAP monitor will not run. If the F) C F), P1000 must be cleared in these conditions, the powertrain control module (PCM) must detect them once (twice on some applications) before the EVAP monitor can be bypassed and the P1000 cleared. The EVAP bypassing procedure is described in the following drive cycle. 1. Most OBD II monitors will complete more readily using a steady foot driving style during cruise or acceleration modes. Operating the throttle in a smooth fashion will minimize the time necessary for monitor completion. 2. Fuel tank level should be between one-half and three-quarters full with three-quarters full being the most desirable. 3. The evaporative monitor can only operate during the first 30 minutes of engine operation. When executing the procedure for this monitor, stay in part throttle mode and drive in a smooth fashion to minimize fuel slosh. Drive Cycle Preparation NOTE: For best results, follow each of the following steps as accurately as possible. 4. NOTE: This step bypasses the engine soak timer and resets OBD II monitor status. Install the scan tool. Turn the key ON with the engine OFF. Cycle the key off, then on. Select the appropriate vehicle and engine qualifier. Clear all diagnostic trouble codes (DTCs) and carry out a PCM reset. 5. Begin to monitor the following PIDs: ECT, EVAPDC, FLI (if available) and TP MODE. Press Diagnostic Data Link, PCM, PID/Data monitor and record, press trigger to select each PID, then start. 6. Start the engine without returning the key to the OFF position. Preparation for Monitor Entry WARNING: Strict observance of posted speed limits and attention to driving conditions are mandatory when proceeding through the following drive cycle. 7. NOTE: This step allows engine warm-up and provides intake air temperature (IAT) input to the PCM. Idle the vehicle for 15 seconds. Drive at 64 km/h (40 mph) until the ECT is at least 76.7° (170° C F). 8. Is IAT above 4.4° (40°F) and below 37.8°C (100° C F)? If not, continue with the following steps but note that the EVAP Monitor Bypass portion of the drive cycle (step 13) will be required to bypass the EVAP monitor and clear the P1000. 9. NOTE: This step executes the heated oxygen sensor (HO2S) monitor. Cruise at 64 km/h (40 mph) for 60 seconds. 10. NOTE: This executes the EVAP monitor if IAT is above 4.4°C (40° and below 37.8° (100°F). F) C NOTE: To initiate the monitor, TP MODE should equal PT, EVAPDC must be greater than 75%, and FLI must be between 15 and 85%. NOTE: Avoid sharp turns and hills. Cruise at 72 to 104 km/h (45 to 65 mph) for 10 minutes. 11. NOTE: This step executes the ISC portion of the Secondary Air/CCM. Bring the vehicle to a stop. Idle with the transmission in DRIVE (for automatic transmission) or NEUTRAL (for manual transmission) for two minutes. Pending Code and EVAP Monitor Bypass Check 12. NOTE: This determines if a pending code is preventing the clearing of P1000. NOTE: If the EVAP monitor is not complete and IAT was below 4.4° (40° or above 37.8° (100°F) temperature range in Step 8, or the altitude is above 2,438 meters (8,000 feet), C F) C the EVAP Monitor Bypass (Step 13) must be carried out. Using the scan tool, check for pending codes. Conduct normal repair procedures for any pending code concerns. Rerun any incomplete monitor. EVAP Monitor Bypass 13. NOTE: This allows the bypass counter to increment to two. NOTE: Do not repeat Step 4. Park the vehicle for a minimum of eight hours. Repeat Steps 5 through 12.