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On Board Diagnostics
24V Cosworth rebuild
Loom damage 24V
Diesel loses power
Poor Engine Idling
Idle Problems
Testing the MAF
Cleaning the MAF
PCM Repair
Loom damage DOHC
EGR Repairs
Engine flatspot?
Engine Cleaning
Misfire #2
PCM Software Update
Stainless Exhaust
Sump Plug
Timing Chains (all)
Timing Chain 2.0 16V
Timing Chains 2.9 24V
Oil Additives
Engine Rattle
Engine Manuals
Exhaust Manual
Vacuum Pipes on 24V




Changing the Fan (Ancillary Drive) Belt

Mechanical fans are not used in the Scorpio, and instead additional engine cooling is provided by electric fans mounted on the rear of the radiator. Drive belts are still required though - for the alternator, water and power steering pump and the AC compressor where fitted.

For many years Ford used one bolt on the alternator as a fulcrum so that the alternator could be moved outward to tighten the drive belt and clamped with a bolt. This had the disadvantage that a new belt could become loose after only a few miles as it wore in and the alternator needed constant adjustment.

The more modern fitment on the Scorpio is by clamping the alternator to a rigid mount, and keeping the drive belt taut by means of a tensioner (or two). This has many advantages - as a new drive belt stretches the tensioner takes up the slack automatically. The belt cannot be overtightened to cause premature wear on the alternator or water pump bearings and the shaft bearings of all the ancillary units are kept at a constant design load. Because the belt cannot loosen, wear is much reduced - a slipping belt wears 100 times faster than a gripped one.

The tensioner used by Ford consists of a large clock spring wrapped around one bolt, engaging in an arm on which a pulley is mounted. Because the action of the spring is anticlockwise, when engaged the pulley pulls the drive belt at a pressure set by the spring. As the drive belt lengthens with wear, so the spring takes up the slack. Because of the constant tension drive belts last for years, but they should be checked regularly for signs of wear. The belt might become cracked across its width, normally in the grooved face, or it may become glazed or frayed in appearance.

There are two petrol installations - one for the DOHC engines which have slight variations on one drive belt, and the other for the V6 engines, both 12V and 24V. The VM diesel has its own unique tensioner.

NOTE: If the drivebelt tensioner(s) are in good order then they will swivel about the fulcrum bolt quite easily using only medium force.  However, if the tensioners have corroded in place (after karchering the engine bay, for example) then considerable force may be required to release the tensioner - in this case additional leverage may be required and care used to avoid injury.

The DOHC engine has one drive belt.

In 8V models without air conditioning, the alternator is mounted on the RH side of the block. Where A/C is installed the pump takes its place and the alternator uses a LH mounting, replacing an idler pulley.

In both cases the tensioner is as shown. The tensioner pulley is engaged with a 17mm spanner or socket and turned (if necessary with an extension bar) clockwise. This winds the tensioner further against its spring and provides enough slack to pull off the drive belt from one of the pulleys - for convenience the alternator pulley is best. The tensioner can then be gently released and the drive belt removed from all the pulleys. The new belt is fed round the pulleys except the last, the tensioner then turned clockwise again, and the alternator pulley refitted with the drive belt. When the tensioner is released it will pull the drive belt to its predetermined load. A careful check to make sure that the belt is properly aligned with all of the pulleys, and the job is done. 10 minutes, max.

The figures right show the DOHC8V without AC and, lower, with the compressor.

Finis Numbers:

8V with A/C 1 068 252
8V Less A/C 731 608

The 16V arrangement is very similar and the drive belt is removed in exactly the same way. In the case of the 2300 there may be an idler pulley between the crank and the compressor.

Without an AC pump, the 16V may have an idler pulley mounted instead.

The tensioner and the process is the same.

Finis Numbers:

2.0 16V with A/C 1 068 252  
2.0 16V Less A/C 731 608  
2.3 16V Man With A/C 1 033 499  
2.3 16V Man Less A/C 1 033 500  
2.3 16V Auto with A/C 1 068 252  

V6 Scorpios 12V & 24V
In the case of the V6 Scorpio there are two drive belts. From the front of the engine, the AC drive belt is first and has its own tensioner. The picture right shows this and the tensioner is released in the same way. Once the AC belt is removed, the left hand tensioner is released and the longer drive belt removed.

I found that there is enough room to work from the top of the engine with a short 17mm socket and an extension bar. This provides enough leverage to release the tensioner without struggling. The tensioner tends to 'lock' in its position and some effort may be required to make the initial movement.

To prevent damage to the tensioner arm or spring, release the spring pressure slowly, especially when removing the belt.

Drive belts may be obtainable more cheaply elsewhere than Ford, but IMO quality might not be the same. I had both belts on my 24V replaced in 1998 and I now see that they are slightly glazed and might need changing next year - after 60,000 miles!

Finis Numbers:

12V Cooling Belt 6 606 514 13.57 approx
12V A/C Belt 7 082 866 8.35 approx
24V Cooling Belt 7 310 607  
24V A/C Belt 7 082 866  

2.5 VM TDI Diesel
The diesel arrangement has changed from that used in the Granada, where the tensioner was next to the water pump. On the Scorpio the tensioner plate has been moved lower, next to the crank pulley. Otherwise the procedure is the same.

The tensioner pulley is mounted on a free fulcrum, attached to a tensioner on its lower edge. This tensioner is then bolted to a plate beneath it which is held in position by a clamp bolt.

The procedure for removing the driving belt is simply slackening the clamp bolt shown on the diagram. A 1/2" square drive is placed in the square hole provided beneath it and the plate is turned fully anticlockwise. This releases the tensioner and provides enough slack to pull the drive belt away.

With the new belt fitted, the half inch drive is again utilised to turn the mounting plate clockwise until the tensioner itself measures 82mm between the bolt centres, then the clamp bolt is tightened to a torque of 65Nm. This measurement insures that the device is at the correct tension.

The vehicle should then be run for 3 miles or engine run for ten minutes, then the tensioner length should be checked again.

Finis Numbers:

VM2.5 with A/C 1 690 049
VM2.5 less A/C 1 633 063




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