Land Rover 90 110 Workshop Rover Manual
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I I ... e DEFENDER ENGINE n 12 Removing sump and oil pump 1. If necessary drain the engine oil. When working with the engine on a work stand, invert the cylinder block so that the sump is uppermost. Remove the screws and ease the sump from the ladder frame to reveal the oil Pump. 1 ST2553M Note: After removing the oil sump when the engine is in the vehicle, refit and tighten two of the retaining bolts to the left side of the cylinder block to maintain pressure on the ladder frame cylinder block joint seal. See fitting sump Removing oil pump 2. Two bolts secure the oil pump to the crankcase. Access to the right hand bolt may require the use of a socket with a universal joint. Removal of the two bolts will enable the pump to be withdrawn. See fitting oil pump 2 Removing ladder frame Note: The ladder frame and flywheel housing are secured by five bolts which are inaccessable with the gearbox bell housing fitted. Therefore it is not possible to remove the ladder frame when the engine is in the vehicle without first removing the gearbox or engine unit, flywheel flywheel housing, engine sump and oil pump 3. With the engine removed, release the remaining ten bolts and separate the ladder frame from the crankcase by gently tapping to break the seal. See fitting ladder frame 3 49
1121 ENGINE DEFENDER Removing pistons and connecting rods Note: On this version of the Tdi engine, it is not possible to remove the connecting rods or pistons with the engine in the vehicle because of the method by which the ladder frame is secure. See note under Ladder frame removal. 1. Turn the crankshaft to bring all the connecting rod cap nuts to an accessable position and slacken the nuts using a 15mm socket. 2. Remove the connecting rod nuts and remove the caps complete with lower bearing halves. 3. Before removing the piston assemblies, number each piston from one to four so that it can be identified with the bore from which it was removed. 4. Taking care not to damage the bores, push each connecting rod and piston, in turn, up the bore until it can be withdrawn from the cylinder block combustion face. As each piston assembly is removed fit the corresponding cap and bearing shell to the connecting rod noting that the shell locating tags are together on the same side as the connecting rod number. See piston and connecting rods Removing crankshaft. 1. Slacken the ten mainbearing bolts with a 14 socket. 2. If difficulty is experienced removing the cap a suggested method is to lever the cap from both sides, as illustrated. 3. Insert a suitable bar in the hole in the inside face of the cap and lever against the crankshaft journal on the outside face. Ensure that blocks of timber are used under the levers particularly to protect the crankshaft. mainbearing caps complete with the lower bearing shells. 4. Release the remaining bolts and remove the 50
DEFENDER ENGINE n 12 5. Lift-out the crankshaft either by hand or hoist. If a hoist is used be sure to insert adequate protection between the sling and joumals to avoid damage. 6. Remove the mainbearing upper shells from the cylinder block. 7. Remove the two thrust washers from each side of the centre bearing location. 8. Remove the four cylinder lubrication, jet tubes. CYLINDER BLOCK INSPECTION AND OVERHAUL Inspection 1. Degrease the cylinder block and carry out a thorough visual examination checking for cracks and damage. To check each main bearing cap and its location on the cylinder block, fit the bearing caps without the bearing shells. 2. Fit the bolts and tighten to the correct torque, then remove one bolt from each bearing cap and check with a feeler gauge that no clearance exists at the joint face as illustrated. 3. A clearance indicates either a bent bolt, damaged dowl, distortion of the caps or block, or that the cap has been filed or machined in an attempt to reduce any clearance due to wear in the bearings. Main bearing caps are not available separately from the cylinder block therefore any clearance should be investigated and rectified or the block renewed. ?. ST2566M Cylinder bores 4. Measure the cylinder bores 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. Check the ovality of each bore by taking measurement at the top of the cylinder just below the ridge at two points diametrically opposite. 5. The difference between the two figures is the ovality at the top of the bore. Similar measurements should be made approximately 50 mm (2.0 ins) up from the bottom of the bore so that the overall ovality may be determined. The taper of each cylinder is determined by taking measurements at the top and bottom of each bore at right angles to the gudgeon pin line, the difference between the two measurements is the taper. n To establish maximum overall bore wear, take measurements at as many points as 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 permissible overall wear 0,177 mm (0.007 in). 51
12 If the above figures are exceeded the cylinders must condition of the bores and the amount of wear. Altematively, if the overall wear, taper and ovality are well within the acceptable limits and the original pistons are serviceable new piston rings may be fitted. It is important however, that ,the bores are deglazed, with a hone, to give a cross -hatched finish to provide a seating for the new ring. be rebored or sleeved depending upon the ENGINE DEFENDER Fitting 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 adjacent bore so sleeving must be carried out in pairs, i.e. cylinders 1 and 2 or 3 and 4. 6. Machine the cylinder bores to accept the sleeves to 94,425 + 0,012 mm (3.7175 + 0.0005 in). This will give the sleeve a 0,076 to 0,114 mm (0.003 to 0.0045 in) interference fit. Press the sleeves squarely into the bore using a pressure of two or 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 (0.10 in) below the surface. 7, Bore and hone the sleeves to accomodate the pistons with the required clearances, see piston and connecting rod examination. Camshaft bearings 8. Measure the intemal diameter of each camshaft bearing at several points using an internal micrometer. A comparison of the bearing diameters with those of the respective camshaft joumals will give the amount of clearance. The bearings 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. It is vital to thoroughly wash the cylinder block after machining to remove all traces of abrasive material, ensuring that all oil galleries are clean. Check crankcase main bearings Discard scored, pitted, cracked and wom bearing shells. To determine the maximum wear, assemble the main bearing shells and caps to the crankcase and tighten the bolts to the correct torque figure. 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 given in the data section. CRANKSHAm 1. Degrease the crankshaft and clear out the oil ways which can become clogged after long service. bearing joumals for obvious wear, scores, grooves and overheating. A decision at this stage should be made as to whether the condition of the shaft is worth continuing with a more detailed examination. ovality and taper of each main bearing journal and crankpin as follows. 2. Examine visually, the crankpins and main 3. With a micrometer, measure and note the 4. 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). other at both ends of the main bearing journal and crankpin. The maximum permissible taper must not exceed 0,025 mm (0.001 in). 6. To check for straightness, support the front and rear main bearing joumals in V blocks and postion 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 ir. the centre journal. The overall wear limit should not exceed 0,114 mm (0.0045 in) for main bearing joumals and 0,088 mm (0.0035 in) for crankpins. 7. A crankshaft wom beyond the limints of maximum taper, ovality and overall wear, can be ground to0,25 mm (0.010 in). 5. Taper - Take two readings parallel to each When grinding the crankshaft main bearing and crankpin joumals, rotation of the grinding wheel and crankshaft must be in the same direction, anti -clockwise, viewed from the flywheel end of the crankshaft. 52
DEFENDER ENGINE n 12 Finai finishing of the joumals should be achieved by using a static lapping stone with the crankshaft rotating in a clockwise direction viewed from the flywheel end of the crankshaft. .* .. 11 It is important to ensure that, when grinding, the stone travels beyond the edge of the joumal A to avoid formation of a step B as illustrated. Also care must be taken not to machine or damage the fillet radii C. It is vital to thoroughly wash the crankshaft after machining to remove all traces of abrasive material, ensuring that all oil galleries are clean. ST1808M Pistons and connecting rods 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. 2. Original pistons - Decarbonise and degrease all components and carry out a visual examination of the piston and rings and discard any which are unserviceable. Pistons which appear serviceable should be subjected to a more detailed examination described under New Pistons. 3. New pistons - Original pistons fitted to new engines at the factor? arespecially 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 tolorance on new engines. When fitting new pistons to a standard size cylinder, the bores must be honed to accomodate the pistons with the correct clearances. In addition Land Rover pistons are available 0,50 and 1,Ol mm (0.020 and 0.040 in) oversize for fitting to rebored cylinders. Clearance limits for new standard size pistons in a standard cylinder bore measured at right angles to the gudgeon pin are in the data section. When taking the following measurements the cylinder block and pistons must be the same temperature to ensure accuracy. 4. Using a suitable micrometer or vernier measure the pistons at the bottom of the skirt at right angles to the gudgeon pin. ST2657M 53
1121 ENGINE e DEFENDER 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 7. If gauge equipment is not available the piston diameter from the bore diameter. 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 2,5 kg (6 Ibs) is felt, the clearance is satisfactory. Piston ring gaps 9. With the appropriate feeler gauge check all the ring gaps in turn, including the oil control rings. The correct gaps are listed in the data section. If any gap is less than that specified, remove the ring, and file the ends square, 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 oversize ring should be fitted. Once the rings have been selected for a particular cylinder and piston ensure that they are not again mixed up. Piston ring groove clearance 10. It is important that the groove clearances are correct. Rings that are too tight may bind or fracture when hot and cause loss of compression. Excessive clearance allows the rings to rock in the groove and may result in a pumping action and excessive oil p : consumption. z4 694 8. When checking the piston ring gap in worn bores which are within the acceptable taper and ovality limits, the ring must be inserted squarely into the bottom of the cylinder at the lowest point of the piston travel. To ensure squareness push the ring to the correct position using a piston. 54
(121 ENGINE DEFENDER 20. Connecting rod bearings that are worn, pitted, scored and show signs of overheating must be discarded. If more than one of the bearings show these signs they must all be renewe. When fitting new or used bearings to serviceable crankpins the clearances must be checked. Big end bearing nip and clearance 21. 22. Clean the protective coating from new bearings before fitting. Fit the bearing shells to each connecting rod and cap ensuring that the location tags are correctly seated and aligned. Fit and tighten both bolts to the correct torque, next release one nut on each cap then check for a nip clearance of between 0,lO to 0,20mm (0.004 to 0.008). -. ST2977M 23. Check the joint face of faces of both cap rod and bearing shells if the nip clearance is excessive. Too little nip clearance will allow the shell bearings to move (possibly rotate) inside the connecting rod when the engine is running. After satisfactory fittting of the bearings temporary retain the shells and caps to the appropriate connecting rod. Assembling pistons to connecting rods 24. Insert 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. W ST2979M The piston must be assembled to the connecting rod so that the arrow on the piston crown points to the front of the engine and the off-set combustion chamber, bearing shell tags and connecting rod number are all on the same, right hand side of the cylinder block viewed from the rear of the engine (camshaft side). 56
.. e DEFENDER ENGINE -? ASSEMBLE ENGINE 2, 9 .I Ensure that the cylinder block and all oilways are thoroughly clean using an air line, if available, prior to assembly. 12 Refitting cylinder lubrication jet tubes Oil jet tubes are fitted to lubricate the pistons and bores directly from the main oil gallery. ,.,-. ~ .I. ., . . , ... 1. Assemble and fit the jet tube as illustrated ensuring that the dowls locate in the holes in the cylinder block, and that the larger diameter washer fits under the bolt head. Tap the jet blocks down to ensure that the locating dowel is fully home. Fit and tighten the retaining bolts to the correct torque. ST2980M Crankshaft bearings. Main bearing nip clearaqce Clean the protective coating from new bearings before fittin. 1. 3 L. 3. 4. Fit the bearing halves to the cylinder block ensuring full engagement of the location tags. Instal! the othei half shells into the main bearing caps, again ensuring that the tags locate correctly. Fit all the main bearing caps to their original locations tightening the bolts to the correct torque, then release one bolt on each cap. Check the clearance between the cap and the block as illustrated. The nip clearance which ensures that the bearings are correctly clamped, must be within 0,IO to 0,15 mm (0.004 to 0.006 in). Investigate and correct any nip clearance errors before removing the main bearing caps prior to fitting the crankshaft. Fitting crankshaft 1. Insert two standard thickness thrust washers each side of the centre main bearing location with the oil grooves towards the crank thrust faces. carefully install the crankshaft. 2. Lubricate the cylinder block bearing shells and 57
12 Crankshaft end float e DEFENDER ENGINE 3. To determine the crankshaft end-float mount a dial test indicator to read-off the end of the crankshaft. Move the crankshaft away from the indicator and zero the dial, then Move the crankshaft in the opposite direction and note the indicator reading. The end-float should be 0,05 to 0,15 mm (0.002 to 0.006 in). Alternatively measure the clearance with a feeler gauge. If adjustment is required substitute with oversize thrust washers. Variation of thrust washer thicknesses at each side of the crankshaft joumal must not exceed 0,08 mm (0.003 in) to ensure that the crankshaft remains centralised. Main bearing caps 4. 5. 6. Ensure that number five main bearing cap is clean and free from old seal material. Attach the seal guides number 270304 to the crankcase, as illustrated, and ensure that they are parallel to the crankcase edge. Sl Lubricate and fit the centre main bearing cap, tighten both bolts to the correct torque and ensure that the shaft is free to rotate before fitting the next bearing cap. Lubricate and fit 1-2 and 4 main bearing caps tightening the bolts for each. 7. To prevent any seal material becoming trapped between the bearing cap and crankcase, chamfer the inner edge of the seal 0,40 to 0,80 mm wide as illustrated. Smear the seals with engine oil and fit them to the bearing cap. 8. Fit the bearing cap complete with shell bearing to the crankcase and secure with new bolts and tighten to the appropriate torque. Remove seal guides and check that the shaft is free to checking that the shaft is free te rdate after c-?: rorate. e2 58