Land Rover 90 110 Workshop Rover Manual

							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pump  to be  withdrawn.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it can be withdrawn  from  the 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  
						

							DEFENDER ENGINE 
.- 
1 -,.:.
						

							(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