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