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Land Rover 90 110 Workshop Rover Manual

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    							2.50 LITRE DIESEL ENGINE 1121 
    1 .- ,; c ,.“.:2 * 2.  Remove the main bear~ng caps and shells  and lift 
    out the crankshaft.  Collect the bearing  shells from 
    the  bearing  saddles and the thrust  washers from  the 
    centre saddle. **,> 
    >,J -ST719M v 
    3.  Degrease the crankshaft  and clear  out the oil ways, 
    which  can become  clogged after long service. 
    4.  Examine  visually, the crankpins  and  main bearing 
    journals,  for  obvious  wear, 
    scorcs, grooves  and 
    overheating. 
    A decision  at  this stage  should  be 
    made  as to  whether  the  condition of the  shaft  is 
    worth continuing  with more 
    detailcd examination. 
    5. With  a  micrometer,  measure and  note  the ovality 
    and  taper  of each  main  bearing  journal  and 
    crankpin  as follows: 
    6. Ovality -Take  two readings  at right  angles  to each 
    other  at various  intervals. 
    The  maximum  ovality must  not  exceed  0,040 
    mm 
    (0.0015 in). 
    7. Taper - Take two  readings parallcl to each  other 
    at  both  ends  of the  main  bearing  journal  and 
    crankpin. 
    The  maximum  permissable  taper must  not  cxcccd 
    0,025 
    mm (0.001 in). 
    8. To check  for straightness,  support thc front and 
    rear  main  bearing  journals 
    in ‘V’ blocks  and 
    position 
    a dial  indicator to check  the run-out at the 
    centre  main bearing  journal.  Run
    -out must not 
    exceed  0,076 mm (0.003 in)  taking  into  account 
    any  ovality  in the centre  journal. 
    The  overall  allowable  wear  limit should not exceed 
    0,114 
    mm (0.0045  in)  for  main bearing journals 
    and  0,088 
    mm (0.0035  in) for  crankpins. 
    A crankshaft  worn  beyond  the  limits of maximum 
    taper,  ovality  and  overall  wear  can be ground  to 
    0.25 
    mm (0.010  in) undcr size. 
    NOTE: Fer regrindhg inf3r1m?icr. see page 8 2.25 
    litre petrol  and Diesel  engine  overhaul.  EXAMINE 
    AND OVERHAUL  THE CYLINDER 
    BLOCK 
    1. Remove  the  four jet tubes, see  Engine  assembly 
    for  illustrations  and details. 
    Degreasc  the cylinder  block and carry  out 
    a 
    thorough  visual cxamination checking for cracks 
    and  damage. 
    To check  the main  bearing  caps and 
    saddles  for  distortion. 
    Fit the  main  bearing  cap 
    without  bearing 
    shclls and  tighten to the correct 
    torque.  Slacken  and remove  the bolt  on one  side  of 
    each  bearing  cap and  check 
    with a feeler gauge that 
    no  clearance  exists at the 
    joint face  between thc 
    cap  and saddle. 
    Inspect  cylinder  bores 
    2. Measure the cylindcr borcs for ovality,  taper and 
    general  wear,  using any suitable  equipment. 
    However,  an inside  micrometer  is best  for checking 
    ovality  and a cylinder gauge 
    for taper. 
    3. Check  the  ovality of each bore by taking 
    measurement  at 
    the top of the cylinder  just below 
    the ridge  at two  points  diametrically  opposite. The 
    difference between  the  two 
    figurcs is the ovality of 
    the top of the  bore.  Similar measurements  should 
    be 
    made approximatcly 50 mm (2.0  in) up from the 
    bottom 
    of the bore $0 that the overall  ovality  may 
    be  determined. 
    4. Thc taper  of each  cylinder  is dctermined by taking 
    measurements  at the top  and  bottom  of each  bore 
    at  right  angles 
    to the  gudgeon  pin linc. The 
    difference  between the two  measurements  is the 
    taper. 
    5. To establish  maximum  overall  bore wear,  take 
    measurements  at as  many  points  possible  down  the 
    bores  at right  angles 
    to the gudgeon  pin line.  The 
    largest  recorded  figure 
    is the  maximum  wear  and 
    should  be  compared  with the original  diameter  of 
    the  cylinder  bore. 
    Maximum permissible ovality  0,127 
    mm (0.005 in). 
    Maximum permissible  taper 0,254 
    mm (0.010  in). 
    Maximum 
    pcrmissiblc overall  wear 0,177 mm 
    (0.007  in). 69  
    						
    							E[ 2.50 LITRE DIESEL ENGINE 
    If the  above  figures are exceeded the cylinders 
    must  be  rebored 
    or sleeved  depending  upon the 
    general condition  of the  bores 
    and amount  of wear. 
    Alternatively, 
    if the  overall  wear, taper and  ovality 
    arc 
    wcll within the acceptable  limits and  the 
    original  pistons  are serviceable  new piston  rings 
    may be fitted. It is important  however,  that the 
    bores arc deglazed,  with a hone,  to give  a cross- 
    hatched  finish to provide  a  seating  for  the  new 
    rings. 
    It is  vital to thoroughly  wash the  bores 
    afterwards  to remove  all traces  of abrasive 
    material. 
    inspect  camshaft  bearings 
    6. Measure thc internal diameter of each  camshaft 
    bearing  at several  points using  an  internal 
    micrometer. 
    A comparison of the  bearing 
    diameters 
    with those  of the  respective  camshaft 
    journals 
    will give  the amount  of clearance.  The 
    bcarings should be renewed if the  clearance 
    exceeds 
    0,0508 mm (0.002 in). Or, in any  event, if 
    they  are scored or pitted. This  work should  only be 
    entrusted 
    to line  boring  specialists. 
    Check crankcase  main bearings 
    7. Discard  scored, pitted,  cracked and  worn  bearing 
    shells. 
    8. To determine  the  maximum wear, assemble  the 
    main  bearing  shells and  caps 
    to the crankcase  and 
    tighten  the bolts 
    to the corrcct torque  figure. 
    9. Using an inside micrometer,  measure each bearing 
    at  several points  and  note  the greatest  figure. 
    The 
    maximum  wear is the  difference  between  this 
    figure  and  the smallest  diameter  of 
    the 
    corresponding  crankshaft  journal.  The main 
    bearing running  clearance is 
    in the data section. 
    10.  The  bearing clearances  may  also be determined  by 
    using  ‘Plastigauge’.  Since  this  method requires the 
    crankshaft 
    to be  fitted  to the  crankcase,  the 
    procedure  is described  under engine  assembly. 
    Fit cylinder  sleeves 
    Cylinder bores  that  cannot  be  rebored can be restored 
    by  fitting  sleeves  to enable  standard  size pistons  to be 
    fitted.  Sleeving  one cylinder  only 
    will distort  the 
    adjaccrrt bore so sleeving  must  be  carried out in pairs, 
    i.e.  cylinders 
    1 and 2 or 3 and 4. 
    11. M2chine the cylinder  bores to  accept  the sleeves to 
    94,425 + 0,012 mm (3.7175 + 0.0005 in). This  will 
    givc the sleeve a 0,076 to 0, I14 mm (0.003 to 
    !!.!!!!45 in) interference fit.  ~~ 
    _____~~ ~~ 
    12. Press  the 
    sleeves  squarely  into  the bore  using  a 
    pressure  of 
    two to  three tons. Excessive  pressure 
    could  damage  the  sleeve and cylinder  block. The 
    sleeves  must not be proud  of the  cylinder  block top 
    face 
    or more  than 2,54 mm (0,lO in) below  the 
    surface. 
    13. Bore and  hone  the sleeves to accommodate  the 
    pistons  with the required  clearances,  see piston  and 
    connecting
    -rod  examination. 
    PISTON AND CONNECTING-ROD  INSPECTION 
    The following checks relating  to pistons and  rings  must 
    also  be carried  out prior 
    to fitting  new pistons to 
    rebored  and sleeved  cylinder  blocks. 
    Until 
    it is  decided if new  components  are  required all 
    parts must be kept in their  related sets  and the position 
    of each  piston to its connecting-rod should  be noted. 
    1. Remove  the  piston rings and gudgeon  pin from 
    each  piston  and detach 
    the connecting-rod. 
    ST1452M 
    2. Original  pistons - Decarbonise  and  degreasc  all 
    components  and carry  out a visual  examination  of 
    the  pistons  and rings  and discard  any which 
    art‘ 
    u n se rv i cea b I e. Pis tons w h ic h ap pe it r service  ab I e 
    should  be subjected to a more  detailed 
    examination  described under ‘New Pistons’. 
    70  
    						
    							2.50 LITRE DIESEL ENGINE 
    3. New Pistons - Original  pistons fitted to new 
    engines  at 
    the factory  are specially  graded to 
    facilitate  assembly.  The grade  letter  on the  piston 
    crown  should  be ignored  when ordering  new 
    pistons.  Genuine  Land  Rover  service standard  size 
    pistons 
    are supplied  0,025 mm (0.001  in) oversize 
    to allow for production  tolerances  on new  engines. 
    When  fitting 
    new pistons  to a standard  size cylinder 
    block  the 
    bores must be honed  to accommodate  the 
    pistons 
    with the  correct  clearances. In addition 
    Land  Rover pistons  are available 
    050 and 1,Ol mm 
    (0.020  and 0.040 in) oversize  for fitting  to rebored 
    cylinder blocks. 
    Clearance limits for new  standard  size pistons in a 
    standard  cylinder bore measured 
    at right  angles to 
    the gudgeon  pin are in the  “General  specification 
    data”  section. 
    When  taking  the following  measurements  the 
    cylinder  block and pistons  must be 
    at the  same 
    temperature  to ensure  accuracy. 
    3. Using a suitable micrometer  measure the pistons  at 
    the  bottom 
    of the skirt at right  angles to the 
    gudgeon  pin. 
    5.  With  an inside  micrometer 
    or cylinder  gauge 
    measure the  diameter 
    of the bore  at approximately 
    half
    -way  down  and note  the reading. 
    6. The  clearance  is determined  by subtracting  the 
    piston  diameter  from the bore diameter. 
    7. If garige equipment  is not  available  the clearance 
    can 
    be assessed  by placing a long,  suitably  sized, 
    feeler  gauge  down 
    the thrust side of the bore  and 
    inserting  the appropriate  piston,  ‘upside  down’, 
    in 
    the  bore and position it with  the  gudgeon  pin 
    parallel to the  crankshaft  axis. Push  the piston 
    down  the  bore and  stop  at  the tightest  point and 
    whilst  holding  the piston  still,  slowly withdraw  the 
    feeler  gauge. 
    If a  steady  resistance  of 
    approximately 
    2,s kg (6 Ibs)  is felt, the  clearance  is 
    satisfactory. 
    7 / 
    ST1450M ------l 
    Inspect piston rings 
    Normally  when  an engine  is being  overhauled  the 
    piston  rings are discarded  unless the pistons  have  been 
    removed  for 
    a different  purpose and the engine  has 
    only  completed  a  small mileage.  Before  refitting the 
    piston 
    the rings  should  be examined  for wear  and 
    damage.  In addition  the rings  must  be  checked for  side 
    clearance 
    in the  pistons  and gap in the bores. The  latter 
    two checks  must  be made when  fitting  new rings  to new 
    and  used pistons. 
    8. Check gap When chccking the ring  gap in worn 
    bores,  but are 
    neverthclcss within the  acceptable 
    taper  and  ovality limits, the ring  must 
    be inserted 
    squarely  into the bottom  of the  bore  at  the  lowest 
    point 
    of the  piston  travel. To ensure  squareness  of 
    the  ring  push  the ring  down the bore  to the correct 
    position  with 
    a piston. With newly machincd bores, 
    the  ring  may 
    be inserted squarcly into any position 
    in  the bore. 
    9. Using  an appropriate  feeler  guage check the gaps 
    of  all  the  rings, 
    in turn,  including  the oil control 
    ring  assembly. 
    The correct  gaps are listed in the Data  Section. If 
    any gap  is less  than  that  specified, remove thc ring, 
    and  file the ends 
    squarc, whilst  holding  the ring in a 
    filing jig  or vice.  Should  any gap  be excessively 
    wide  and not likely 
    to close-up  to  within  the 
    specified  limits  when  hot, an 
    ovcrsizc ring shou!d 
    be fitted.  
    						
    							El 2.50 LITRE DIESEL ENGINE 
    Check piston ring side clearance 
    10. It is important  that  clearances  are correct.  Rings 
    that  are 
    too tight will bind  when  hot, imparing the 
    radial  pressure  causing  possible 
    loss of 
    comprcssion. Excessive  clearancc will allow the 
    rings 
    to rock in the  grooves  and  the resulting 
    pumping  action could cause excessive  oil 
    consumption  and eventually  broken rings. 
    11. Fit the oil control  ring to the bottom groove. Fit the 
    unpolished  compression  ring with  the word 
    ‘TOP’ 
    uppermost  to  the second groove.  Insert the 
    polished  chrome ring with  an  internal  chamfer  and 
    the  word 
    ‘TOP’ uppermost to the top groove. 
    12.  Alter 
    fitting each  ring, roll it round  the piston 
    groove 
    10 ensure that it is  free  and does  not bind. 
    13. Using  an appropriate  feeler gauge  check  the 
    clearance 
    betwcen the  rings  and piston  grooves. 
    Clcarances in excess of 0,012 to 0,152 mm (0.004 to 
    pistons should  be renewed. 
    - 0.006  in)  are  unacceptable  and the ring and or the 
    Connecting-rod  inspection 
    16. Check  the  connecting-rods and caps  for distortion 
    as  follows; 
    fit the  correct  cap,  less the  bearing 
    shells, 
    to each  connecting-rod  as denoted  by the 
    number 
    stanipcd near  the joint faces.  This number 
    also  indicates  the  crankshaft  journal  to which 
    it 
    must be  fitted. 
    17. Tighten  the  nuts to the  correct  torque  and  release 
    the nut on one  side  only.  Check,  with a feeler 
    gauge,  that no  clearance  exists between  the  joint 
    faces. 
    If there  is a  gap  the  connecting-rod is 
    distorted  and should  be renewed. 
    Compression  rings 
    - 0,06 to 0,011 mm (0.0025 to 
    0.0045  in). 
    Oil control  ring - 0,038 to 0,064 mm (0.0015 to 
    0.0025  in). 
    13 
    ST1449M 
    Inspect gudgeon pins 
    14. Check  the gudgeon  pin for wcar,  cracks, scores and 
    overheat 
    i n g . 
    15. The gudgeon  pin fit in the  piston must be tight  push 
    fit at  a lcmperature of 68°F  (20°C).  Chcck the 
    gudgeon  pin for ovality  and taper 
    using a 
    micrometer. 
    ST716M 
    18. Use an accurate  connccting-rod  alignment gauge to 
    check thc rods for bend and twist. The maximum 
    allowable 
    for both  conditions  must not exceed 
    0,127 
    mm (0.005 in). 
    19. 
    Examinc and  check the small-end  bush for wear.  If 
    necessary 
    rcnew the bush.  The correct clearance  of 
    the  gudgeon  pin 
    in the small-end bush  is  given in 
    “Gencral specification  data”. 
    20.  When 
    rcnewing a bush  ensure  that the oil hole in 
    the  bush  lines up with  the hole in the connecting- 
    rod.  Finish  the bush to the  correct  size  and 
    clearance. 
    21. Connecting-rod bearings  that  are worn, pitted, 
    scored  and  show  signs of 
    ovcrheating must be 
    discarded. 
    If more than one of  the  bearings  show 
    these signs they must all bc  rcncwed.  When  fitting 
    new 
    or used  bearings to serviceablc crankpins  the 
    clearances must  be checked. 
    !f- -.U 
    Connecting-rod  bearing nip  and clearance 
    New  bcaring  halves are supplied with a protective 
    coating and 
    must be degreased  before fitting. 
    22.  Fit  the bearing  halves to the  connecting
    -rod  and 
    cap  and  secure  the  assembly 
    with the  correct 
    torque.  Slacken  the nut  on one  side only  and check 
    the clearance  between  the 
    joint faces with a feeler 
    gauge. f>:, 
     ..J 
    72  
    						
    							2.50 LITRE DIESEL ENGINE 1121 
    -1 .. li-.;: .... ::* I The clearance  should be  between 0,lO and Connecting-rod end-float ’: ..;“.I .. .. .~ ., +.‘,;:!..M 0,20 mm (0.004 and 0.008  in). The  bearing nip  can 
    be adjusted by the selective assembly of the 
    bearing shells which  are available in slightly 
    varying  thickncsscs. 
    Do not  file or machine  the 
    caps 
    or rods  to vary the bearing  nip. Make a final 
    check  to prove  the clearance  by inserting  a 0,063  26. 
    Fit the  connecting-rods complete 
    with bearings  to 
    their  respective  crankpins. Move the connecting
    - 
    rod  to  one  side and check  the clearance, with a 
    feeler, 
    on the  opposite side.  The correct clearance 
    is  between 
    0,20 and 0,30 mm (0.007 and 0.012 in). 
    (0.0025  in) shim  paper  between  the  crankpin  and 
    one  half 
    of the bearing and  tightening to the correct 
    torque.  The connecting
    -rod  should  resist rotation 
    and  move  freely with  the shim  paper  removed. 
    As an alternative,  the  bearing  clearances  can be 
    determined  by using ‘Plastigauge’  which consists 
    of 
    a thin piece of plastic material  a few  hundreds of a 
    millimeter 
    or thousands  of an  inch in diameter. 
    When 
    the material is flattened  by being  squeezed 
    between 
    the bearing and  crankpin the width  of the 
    plastic  is measured  by a scale  gauge  which  indicates 
    the  clearance. 
    23. Wipe  any oil from the  crankpins  and  place a piece 
    of ‘Plastigauge’ across the  centre of the  bearing in 
    the connecting-rod  cap.  Assemble  the rod  to  the 
    appropriate  crankpin  and  tighten to the  correct 
    torque. 
    Do not  rotate thc connecting-rod or 
    crankshaft  during this operation. 
    24. Remove  the  connecting-rod  cap and bearing  shell 
    and  using  the scale supplied  measure 
    thc flattened 
    ‘Plastigauge’ 
    at its  widest  point. The graduation 
    that  most  closely  corresponds 
    to the width ol’ the 
    ‘Plastigauge’ indicates  the bearing 
    clcarance. 
    The  correct  clearance with new or overhauled 
    components 
    is 0,019  to 0,063 mm (0.0007 to 
    0.0025 in). 
    25. Wipe off the  ‘Plastigauge’  with  an  oily rag. Do not 
    scrape  off otherwise 
    it may  damage  the crankpins. 
    - . .. ‘j. . .. .. 
    23 
    Assemble  pistons to connecting-rods 
    27. The piston  must  be  assembled with the point of the 
    LV’, on thc piston  crown, on the same  side as the 
    bearing  shell location  slots 
    in the connecting-rod. 
    28. 
    Inscrt a  circlip in one  side  of the gudgeon  pin boss 
    and  assemble  the piston 
    to the connecting-rod with 
    the gudgeon  pin. Secure the  assembly with a circlip 
    on  the  opposite  side of 
    the piston. 
    ST 1448 M 
    73  
    						
    							2.50 LITRE DIESEL ENGINE 
    ASSEMBLE ENGINE 
    ASSEMBLE JET TUBES TO CYLINDER BLOCK 
    Oil jet tubes arc fitted  to lubricate the pistons and bores 
    directly  from 
    thc main oil gallery. 
    1. 
    2. 
    3. 
    4 
    _. 
    5 
    The jet iubes are Handed  and can only  be fitted 
    one  way.  It is important  to  note  that  the  jet 
    retaining  bolt  contains 
    a non-return valve and 
    therefore 
    on no  account  must an  ordinary  bolt be 
    used.  Clean  the recess 
    in the  cylinder  block  using  an air 
    line, if available, to remove any swarf. 
    Assemble 
    and fit the jet  tube  assemblies  as 
    illustrated  ensuring that  the pegs 
    locate in the holes 
    in the  cylinder  block, and that  the larger  diameter 
    washer  fits under  the bolt  head. 
    Before  tightening  the retaining 
    bolts ensure  that 
    the 
    small squirt  pipes  do not foul the crankshaft or 
    pistons.  Firmly tap the jet tube assemblies  down 
    onto  the  cylinder block, thus  ensuring 
    that the 
    locating  dowel is fully  home  and avoiding  any 
    sideways  distortion  on the  retaining  bolt.  Use 
    ;I 
    tube slightly  larger than  the bolt  head. The  old bolt 
    should be discarded  and a new  bolt fitted. 
    Whcn thc crankshaft  and  pistons  have been fitted 
    slowly  turn 
    the crankshaft  and check  that  no 
    fouling  occurs. 
    A. Early Type B. Latest  Assembly. 
    FIT CRANKSHAFT 
    Main  bearing  nip and  clearance 
    New  main  bearing halves are supplied with a protective 
    coating and  must be degreased before  fitting. 
    1. Fit the bearing  halves in the crankcase saddles  and 
    caps  and  secure  the caps  to the  crankcase  and 
    tighten 
    to the correct  torque.  Slacken  the bolts on 
    one  side of the caps  only and,  with a feeler  gauge, 
    check  the  gap between  the joint  faces. 
    The 
    clearance  or nip  must  be  within 0.10 to 0,15 mm 
    (0.004 to 0.006 in). The  bearing  nip can  be 
    adjusted  by selective  assembly  of the  bearing 
    halves  available 
    in varying thicknesses. Do not file 
    or machine  the caps or saddles  to  achieve thc 
    correct clearance.  Note that thc rcar main  bearings 
    are  wider  than the 
    rcmaining four. 
    2. To make  a find check  that  the clearance  is correct. 
    leave  the bearing 
    halvcs in the crankcase  saddles 
    and  carefully  lower the  crankshaft  into  position. 
    Check 
    each bearing in turn  by inserting  a 0,063 mni 
    (0.0025 in) shim  papcr  between the bearing  cap 
    and  crankshaft journal  and  tighten  the bolts to  the 
    correct  torque.  If the  clearance  is correct,  thcrc 
    should  be 
    a slight increase in the  resistance to 
    rotation  of the  crankshaft. 
    As an alternative  Plastigauge  may be used to 
    check  the clearance 
    in the same manner as with the 
    connecting
    -rod bearings. This material  may also be 
    used 
    to determine  the amount  of wear in used 
    bearings  and 
    journals. 
    I ST1789M 
    74  
    						
    							. 
    2.50 LITRE DIESEL ENGINE 
    _I !::c;,.”, ., .,....e, .. ... .‘:%v ... 
    3. Locate  the  crankshaft in position on the upper 
    bearing  halves  in the  crankcase  and  wipe any oil 
    from  the  ,journals since  ‘Plastigauge’  is 
    soluble in 
    oil. Place  a piece  of ‘Plastigauge’  across the lower 
    half  of each  crankshaft  journal 
    or lower  bearing 
    cap 
    she!l. Fit the  cap  and tighten  to  the  correct 
    torque.  Remove  the cap and bearing and  using the 
    scale  supplied 
    with the ‘Plastigauge’  measure  the 
    flattened  ‘Plastigauge’  at 
    its widest point. The 
    graduation  that 
    most closely corresponds with the 
    width of the  ‘Plastigauge’  indicates the bearing 
    clearance. 
    The correct  clearance  with new or overhauled 
    components  is included 
    in “General  specification 
    data”  section.  If new  bearings  are being  fitted  use 
    selective  assembly  to obtain  the correct  clearance. 
    Wipe  off, 
    not scrape  the ‘Plastigauge’  with  an  oily 
    rag from the journals or bearings. 
    , .!! .>~,,. - 
    Adjust  crankshaft  end-float 
    5. Place the crankshaft in position in the  crankcase 
    and  mount  a  dial test indicator  to read
    -off  the end 
    of  the  crankshaft.  A  feeler gauge 
    may be used 
    instead  of an  indicator. 
    6. Determine the  end-float by moving  the  crankshaft 
    away  from 
    the indicator  and zero the dial. Move 
    the crankshaft in the  opposite  direction and  note 
    the indicator  reading.  Alternatively  measure  the 
    clearance 
    with a  feeler  gauge.  The end-float  should 
    be 
    0,OS to 0,15 mm (0.002 to 0.006 in). 
    7. If adjustment  is required  substitute with oversize 
    thrust  washers.  Variation of thrust  washer 
    thickness  at each  side 
    of crankshaft journal  must 
    not  exceed 
    0,08 mm (0.003 in) to ensure that the 
    crankshaft  remains centralised. 
    5 
    Sl 
    4. Lift out the crankshaft  and !nSert 21 standard size 8. Lubricate crankshaft mrlin journals with 
    engine oil and fit the  appropriate  bearing caps  and 
    lower  shells 
    to the crankcase with the exception  of 
    thrust 
    waiher both 
    sides  of thc centre  main bcarlng 
    saddle with the grooves  towards the crankshafl. 
    number  five main  bearing.  Ensure that  the  caps 
    locate 
    proper!y over the dowels. Using new bo!ts 
    and  washers  evenly  tighten  to the  correct torque 
    figurc. 
    Fit rear main hearing cap 
    9. Ensure that  number five main  bearing  cap is clean 
    and free  from  old  cork seal material. 
    Attach  the  cork  seal guides  number 
    270304 to the 
    crankcase,  as illustrated,  and 
    ensure that they  are 
    parallcl ihc ciaiikcase edge. 
    75  
    						
    							E( 2.50 LITRE DIESEL ENGINE 
    ST T 
    10. To prevent  any  cork seal  material becoming 
    trapped  between  the bearing  cap  and  crankcase, 
    chamfer  the  inner  edge of the  corks 
    0,40 to 
    0,80 mm(& to B in) wide as illustrated. 
    Immcrsc 
    the cork seals in engine  oil and fit them  to 
    the bearing  cap. 
    11. Fit the bearing  cap and  lower  shell to the crankcase 
    and secure  with  new bolts and washers  and tighten 
    to the appropriate torque. 
    12. To allow for shrinkage  after  fitting  leave the cork 
    seals standing  proud of the  crankcase  sump face. If 
    possible  delay the fitting  of the  sump  for 
    approximately  twelve  hours  and leave 
    the seal 
    protruding 
    2,40 mm (:& in)  and  then  place  a 
    o.>w mm (% in)  washer over the seal and cui off 
    the  surplus.  If it is necessary  to fit the sump 
    immediately,  trim the seals  off leaving 
    0,80 mm 
    (h in) proud,  that  is, the thickness of the above 
    washer.  Apply  Hylomar 
    SQ32M to the  protruding  end  of 
    the  seals. 
    I mrn 
    Fit rear main oil seal 
    13.  Check  that  the  crankshaft  oil seal  journal  is P,.: 
    a- -% 
    undamaged  and clean.  Make sure the  seal housing 
    is  clean  and dry and  free  from  burrs. 
    Do not  touch 
    the 
    seal lip  and  ensure that  the outside  diameter  is 
    clean  and  dry.  The 
    P.T.F.E Seal Part No. ETC 
    5369 which  should  be  used is supplied  with a 
    former to  maintain the correct shape  and must  not 
    be removed  until the scal  is to  be fitted. 
    14. Using special  seal replacer  18G 134-1 I and wilh the 
    lip  side  leading  drive
    -in the  seal  as  far  as  the tool 
    allows. 
    If the tool is  not  available fit thc scal to the 
    bottom 
    of the  housing to ensure  squareness. 
    ST 1828M 
    Fit flywheel  housing - Early engines 
    1 C l7:& Al.- bnl -:-- ,.--I &- rL- a..... L--l I.-..-:-,. i~. rii LIIC U IIJI~ SGCII LU LIIC; II~WIIGLI IIUU~III~. 
    16. Examine  the seal  guide  number 18G 1344 and 
    repair  any damage  that could destroy  the seal lip. 
    17. Lubricate  the outside  diameter  of the  seal  guide 
    and 
    the seal journal  with concentrated  ‘Oildag’ in a 
    25% solution with clean  engine  oil. 
    -T 
    - .J 
    &y..?! 11,. 
    76  
    						
    							2.50 LITRE DIESEL ENGINE 1121 
    I. .I 18. Place the seal  guide on the crankshaft  flange and, 
    using  the two  dowels  protruding  from the cylinder 
    block  rear face  as a guide  to ensure  initial 
    squareness,  fit the  flywheel  housing and 
    removc 
    the seal guide. Secure  the flywheel  housing evenly 
    tightening  the retaining  bolts. 
    I 5’ 
    -. .. 
    ST730M 
    ST1675M 
    Fit flywheel housing - Later engines 
    19. In place of the ‘0’ ring  seal  a bead of Hylogrip 2000 
    sealant  must be applied to the rear  facc  of the 
    flywheel  housing to the  dimensions  and 
    configuration  as illustrated  below. The illustration 
    has  been  produced  full size 
    so that  a template  may 
    be  made 
    to facilitate  the application  of the  sealant. 
    The bead  should  be 53 mm wide and 0,25 mm 
    thick. 
    20. Fit the  housing  following  instructions 17 to 19. 
    77  
    						
    							112 I 2.50 LITRE DIESEL ENGINE 
    FIT THE CONNECTING-HODS AND PISTONS 
    1. Turn  the crankshaft to position  numbers  one and 
    four  crankpins  at  bottom dead  centrc  to 
    facilitatc 
    fitting thc connecting-rods. 
    2. When fitting the connecting-rods  and  pistons 
    ensure  that 
    the bolts do not  foul  and  damage  the 
    crankpins. 
    As a precaution it is  recommended  that 
    rubber 
    or soft  plastic  sleeves  are placed  over  the 
    threads. 
    3. The connecting-rod  bolts  have  essentric  heads 
    which  locate 
    in a recess  in the  connecting-rod. It is 
    essential  that the head 
    of each  new  bolt  is properly 
    located before  tightening. 
    4. Stagger  the  compression  rings so that  the gaps are 
    equidistantly  spaced round the piston  but, 
    so 
    arranged,  that no gap is positioned  on the  thrust 
    side  of the  piston 
    i.e. opposite the camshaft. Turn 
    the  oil control  ring 
    so that the  gap is in line with  the 
    gudgeon  pin. 
    5. Lubricate  the  cylinder  walls,  piston rings and 
    crankpins.  Compress 
    the pistons  rings  with a 
    suitable  compressor  tool  and carefully  lower the 
    connecting
    -rod  into  the bore  ensuring  that  the 
    piston  is assembled 
    in accordance with instruction 
    27 under  “Assemble pistons to connecting-rods”. 
    Also 
    the point  of thc arrow hcaded valve clearance 
    indentation 
    in the  piston  crown,  must face  the 
    camshaft  side of the  engine. 
    6. Using a soft  mallet,  sharply  tap the piston  into  the 
    bore 
    so that the whole  of thc piston is just  below 
    the  surface  of 
    the cylinder block. 
    ST1446M z 
    78  
    						
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