Land Rover Defender 90 110 Workshop Book 2 Rover

							-- 
: *:+ .* ; LAND ROVER 90 BASIC FUEL SYSTEM *- 
I. In-tank fuel pump. 
2. Fuel tank gauge unit. 
3. Fuel supply pipc to filter. 
4. Fuel  filter. 
5. Fuel  supply  pipe filter  to vapour  separator 
6. Vapour  separator. 
7. Vapour separator,  outlet to carburctter. 
8. Spill return pipc  to fuel  tank  via restrictor. 
9. Fuel  filler. 
10. Breather  hose. 
11. Restrictor. 
12. Fuel tank drain  plug.  
						

							El PETROL FUEL SYSTEM 
REMOVE REAR TANK FUEL PUMP 
To renew  the pump it is first  necessary  to remove  the 
fuel  tank  from  the vehicle.  Before  commencing the 
following  instructions  it is  essential  that the 
WARNINGS  and safety  precautions  concerning  fuel 
tank  draining  and removal  are studied  and observed. 
These  precautions  are included 
in the introduction  to 
this  and  each 
of the five  books  comprising  the 
workshop  manual for the  Ninety and One
-Ten  vehicles. 
1. Move  vehicle  to well  ventilated  area and 
disconnect  the battery. 
2. Remove the fuel tank  drain  plug and allow  the fuel 
to  drain  into  a  suitable  receptacle and refit  the 
3. Working  from the right-hand  side of the  vehicle 
disconnect  the fuel  feed pipe  and the spill  return  at 
the 
rubber connections. 
4. Disconncct the  fuel  filter  hose  and  breather hose 
from the  tank. 
5. Whilst,  noting  the cable  colours,  disconnect  the 
electrical  leads  from  the  fuel  gauge  unit at the 
left
-hand  side of the vehicle. 
6. If the  vehicle  is fitted  with a towing  ball drop-plate 
with  support bars the bars  must  be removed. 
7. Remove  the  eight  nuts  and bolts securing  the 
anti
-roll  bar to the  chassis  and  push the roll  bar 
down  to provide  access to the  tank. 
8.  Remove  the left
-hand  lashing  eye  to facilitatc 
removal of the tank. 
9. Place  a  support  under the tank, preferably  one 
which  will enable  the  tank to be  progressively 
lowered. 
10.  Remove 
the two  nuts retaining  the  forward end of 
the  tank. 
11. Remove the two  nuts  securing  the rear  of the  tank. 
12. Carefully  lower  the tank  sufficiently  to  enable the 
electrical leads 
to the  fuel  pump  to be  diconnected. 
13.  Finally 
rcmove the tank  from  the  vehicle together 
with  the pump  and  rear  section of the  fuel  feed 
pipe. 
14. Disconnect  the rear section of the feed  pipe  from 
the  pump. 
1.5. Remove the  five retaining  screws and withdraw  the 
fuel  pump  and sealing  ring from the  tank. 
16. Cover the pump aperture in the tank  to prevent the 
ingress  of foreign  matter. 
Plug. 
. 
Fitting fuel pump 
CAUTION: On some  early models  a modification  was 
carried  out to the  fuel  pump  to prevent  the possibility  of 
the  contacts  earthing.  These pumps  can be recognised 
by  a black  plastic  tie clip  as illustrated.  See Fuel  System 
description.  If the  fuel  tank  only is being  renewed  and 
the  original  pump 
is being re-fitted,  ensure  that the tie 
clip  is correctly  positioned. 
1 7. Fit the pump  into the  tank with a new  Sealing  ring 
so that the outlet  pipe is directed  towards the front 
of  the  vehicle  and the electrical connections 
to the 
rear. 
18.  Offer
-up  tank  to thc chassis  and connect thc 
electrical  leads black  to negative (-) white to 
positive (+). 
19. Locate  front  of the tank on the  two  captive  bolts 
and  secure  with the mounting  rubber, flat and 
spring washer and  nut. .-w 
19 
ST1679M 
32  
						

							PETROL FUEL SYSTEM 1191 
,.. 20. Secure the  rear  of the tank with  the  two  captive I . >,.. Y;:. :* .I a. bolts,  plain washer  and nyloc  nut. 
21.  Connect  the fuel  feed pipe. 
22.  Connect  the spill  return  pipe. 
23.  Connect  the fuel  filter  hose and breather  pipe to 
24. Fit the  left-hand  lashing eye. 
25. 
Fit the  anti-roll  bar. 
26. Fit the drop  plate  support  bars- if fitted. 
27. Connect  the fuel gauge  unit leads. 
28. Reconnect  battery,  and  check operation  of pump 
the tank. 
and change
-over solenoid - if fitted. 
REMOVE  SIDE TANK FUEL PUMP 
1. 
2. 
3. 
4. 
5. 
6. 
ST1676 M 
7. Cover the pump  aperture in the  tank  to prevent the 
ingress  of foreign  matter. 
CAUTION:  On some  early  models  a modification 
was  carried  out to the  fuel  pump  to prevent  the 
possibility 
of the  contacts  earthing.  These pumps 
can  be recognised  by 
a black plastic  tie clip  as 
illustrated.  See fuel  system  description.  If the  fuel 
tank  only 
is being  renewed  and the original  pump is 
being re-fitted,  ensure  that the tie clip is correctly 
positioned. 
Refitting 
8. Insert  the pump  and new  sealing  washer  into  the 
tank 
so that the outlet  pipe is directed  towards the 
left
-hand  side of the vehicle  and the electrical 
connections  to the right. 
9. Secure  the  pump with the five screws  tightening 
evenly. 
10. Fit the  supply  pipe to the pump  outlet and  tighten 
the 
hose clip. 
11. Connect the white/grccn wire to the  positive (+) 
terminal  and  the black  wire to the  negative [-) 
terminal. 
12.  Connect  the  batteries,  switch on ignition  and 
operate  the tank selection  switch, 
if it is a twin  tank 
installation  and check  that the  pump operates. 
Move  the vehicle 
to a well  ventilated  area, 13. Switch off ignition, fit the seal  base cwer and 
extinguish  all naked  lights and disconnect 
the carpet and  refit the seat cushion. 
vehicle  batteries. 
Remove the  right
-hand side front seat cushion. 
Move  the carpet aside,  where fitted and 
unclip and 
remove 
the seat base  cover. 
Disconnect 
the two  Lucars  from the fuel pump. 
Disconnect  the fuel  outlet  pipe from 
the pump. 
Remove the 
five retaining  screws and withdraw  the 
pump  and sealing ring. 
.J z . .. jl” ..,::” 
33  
						

							El DIESEL FUEL SYSTEM 
FUEL INJECTORS 
CHECKING NOZZLE ASSEMBLIES 
WARNING: Do not allow  the fuel  spray  to contact  the 
person  otherwise  injury may result 
from skin 
penetration. 
When  an injection  nozzle is considcrcd  to be the cause 
of irregular  running  and loss of  power,  a quick  check 
may  be 
made by loosening  the fuel  feed  pipe union  nut 
on  each  nozzle  in turn,  whilst  the engine  is idling  at 
approximately 
1,000 rev/min. 
If  the  injection  nozzle assembly  being checked  has  been 
operating  properly, there  will be 
a distinct  reduction in 
engine speed accompanied  by obvious roughness, but  a 
faulty  injection  nozzle  may  make little or 
no difference 
to  the engine note when  its fuel  feed pipe  is loosened. 
Spray  check 
1. Remove  the fuel  spill  gallery  pipe complete  from 
the  injection  nozzles. 
2. Disconnect the fuel feed  pipe  (injection  pump  to 
nozzle)  from the nozzle  to bc 
testcd and  from  the 
injection  pump. 
3. Rcleasc the fixings and withdraw  the suspected 
injection  nozzle assembly;  reconnect 
the pipe and 
nozzle assembly  to 
the injection pump in a position 
whereby  fuel ejection  may be observed. 
4. 
5. 
6. 
7. 
8. 
Loosen  the union  nuts securing  the remaining  fuel e 
pipes to injection  nozzles. 
Whilst  the  starter  turns  the  engine over, observe 
the manner  in which  fuel issues  from the nozzle and 
compare thc spray form with the  correct  form as 
illustrated. 
Very  little fuel should  issue 
from the main  spray 
hole  with  the engine  turning over  at  starter 
specd 
but a fine  spray comparablc to  that  illustrated 
should  be ejected  from the auxiliary spray 
holc. 
If the  ejected  fuel is more in the  form  of a liquid  jet 
or issues  from the main  pintle  hole, then the nozzle 
and  holder  assembly  should  be  removed  for 
overhaul  and a replacement  unit fitted. 
Refit  the injectors and tighten 
thc union  nuts. 
Connect 
the spill  gallery  pipe with the bolt  and two 
washers. 
PRIME FUEL SYSTEM 
Procedure  following fuel filter or sedimentor  service 
When  models  fitted  with a sedimentor have had thc 
water  drained  only from  the  sedimentor  bowl, no 
priming is necessary as the water  is replaced  by fuel 
automatically syphoned  from 
thc tank. However, if the 
sedimcntor  has been dismantled 
and air has entered  the 
body, 
or where the fuel  filter  element  has been 
replaced  and the filter  bowl  cleaned,  then the system 
must  be primed  as follows: 
NOTE: The  above  illustration  shows the D.P.A. pump 
fitted to the 3.25 iitre  diesei  engine. 
34  
						

							DIESEL FUEL SYSTEM 1191 
.rcs,~ 
..... f ~::.; L:::!  1. Do not attempt  to start  the engine  hoping  to draw , , . . . . . . . ... ~.~,, the  fuel  through in this way,  othcrwisc the full 
priming  procedure  will be necessary. 
2. Slacken  the bleed  pipe banjo  bolt on the top of the 
main  fuel filter. 
C... 
- .. ,. .. , .... .. .. .., :  ,. . .I. ... .. 
3. Operate  the hand  priming  lever on the mechanical 
pump,  until fuel free  from  bubbles  emerges. 
Always  ensure that fuel pump  lever is on  the 
bottom  of 
the operating  cam when  priming the fuel 
system,  otherwise  maximum movement  of the 
priming  lever cannot  be achieved. 
4. Tighten  the bleed  pipe banjo  bolt whilst  the fucl is 
still  emerging. 
5. Operate  the hand  priming  lever once or twice  to 
clear 
the last  bubbles  of air  into  the filter  bleed 
pipe. 
6. Start  engine in normal  way and check  for leaks. 
Procedure  when fuel system  has been  drained 
7. Carry out instructions 1 to 5 inclusive. . .. I.. ., .,. ... 8. Release  air vent screw on distributor  body. .. ... , . .I .. ., .. .. . 
Illustration  A -2.25 litre D.P.A.  pump 
Illustration 
B -2.5 litre  D.P.S.  pump 
. . .i. . ..... 
STllOl M 
9. Operate the fuel pump  hand priming  lever until 
fuel free of air cmerges. 
10. Rctighten  the air vent screw. 
11. To ensure  that all air  is exhausted  from the pump it 
may  also be nccessary to slacken  air vent  screw in 
the  distributor  control cover and repeat 
instructions 
9 and 10. 2.25 litre  engine  D.P.A. 
pump 
only. 
12. Start the engine in the  normal  way and check  for 
leaks. 
Procedure  when distributor  pump has been  drained 
13. Carry  out instructions 8 to 12 inclusive. 
FUEL INJECTION PUMP - Altitude  compensation 
When Diesel  engines  are operated  at high  altitude it is 
recognised  that the reduced 
air density  causes a 
reduction 
in the  weight  of air  drawn  into the engine 
cylinders,  which results 
iri incomplclc combustion of 
the injected  fuel at full  throttle, unlcss this  is rcduced in 
proportion  to the  reduction in air density. 
To compensate  for these variations and to avoid 
excessive  fuel consumption,  accompanied by excessive 
exhaust  smoke, the amount 
of fuel  delivered to the 
cylinders  must be reduced  to suit  the conditions  under 
which  the engine  is required  to operate. 
For every 
330 metres (I000 feet)  above 990 metres (3000 feet) 
the  fuel  delivery  must be reduced 
by 3%. 
Adjustments to the  D.P.S.  pump, however,  must only 
be  carried
-out  by an authorised  C.A.V. Dealer. 
35  
						

							DIESEL FUEL SYSTEM 
OVERHAUL 
Service  tools: 
271483  or 
18G109 or  12. 
Clean 
the three oil feed  passages  in the  nozzle body 0 ,,: 5, with  a wire  or drill of 1,5 mm (0.062 in)  diameter. -- 
13. Remove  the  carbon  from the  annular  recess with 
the tool illustrated. 
FUEL  INJECTORS 
Injector  nozzle testing  and setting  kit 
Adaptor  Pintaux Injector 
Diesel 
tune 
111 
278182  or 
18G109B or 
Diesel  tune 
102 
Injector  nozzle flushing  tool 
Injector  nozzle cleaning  kit 
278181 or 
18G109E 
605002 
or 
18G1487 or 
FT9101 
DISMANTLE 
I 
1. Remove the injectors  from the engine. 
- 2. Disconnect the injectors from the  fuel spill rail. 
3. Remove  the combined  locknut and end cap. 
4. Withdraw  the sealing washer. 
-.+ 
6 --- 
5. Unscrew  the pressure  adjusting screw. 
7. Withdraw the valve spindle. 
8. Unscrew  the cap  nut. 
9. Withdraw  the nozzle valve  and body. 
6. Withdraw the pressure  spring. ST 1107M 
14. Remove  the carbon  from the valve  seat, using  the 
appropriate  tool with a rotary motion. 
15. Select the appropriate  size probe  from the pocket 
of  cleaning 
kit and  secure  it in  the  pintle  hole 
cleaner.  Insert  the probe into the  bore 
of nozzle  valve body 
and  allow  the end  to extend  through 
the main fuel 
outlet,  then  turn 
in a  rotary  manner  to remove 
carbon. 
ST 1106M 
14 
Cleaning  and inspecting 
10. Soak the component  parts of the assembly in Shell 
Calibration  Fluid to loosen  carbon deposits, but  do 
not  allow  parts 
of any one  assembly to be 
interchanged  with those 
of another. 
11. Brush  away  all  external carbon  deposits  from 
component parts  with a brass  wire brush  and return 
them  to the  fluid  bath.  Particular  care  must be 
exercised  when  cleaning 
the pintle and  seat  of 
nozzle  valve to avoid  scratching 
or scoring,  which 
could result 
in spray distortion. 
15 
ST 1108M 
continued 
36  
						

							DIESEL FUEL SYSTEM El 
- I. :-; : ..\..* 16. Carbon may be removed  from the nozzle  valve 
cone  by inserting the  valve into the  tool illustrated 
and  then  rotating 
it alternately  in a clockwise  then 
anti
-clockwise  manner whilst pressing the valve 
inward. 
If the  nozzle  is blued  or the  seating  has a 
dull circumferential  ring indicating pitting  or wear, 
the  nozzle  body  and  valve should  be returned  to a 
CAV  Service  Agent and  replacement  parts fitted. 
Do not attempt to lap the nozzle  valve  to body. 
This  process  requires  special equipment  and 
training. 
17. Clean  the auxiliary  spray hole using  the special  tool 
fitted  with probing  wire 
0,20 mm (0.008 in) 
diameter. 
NOTE: Allow 1,s mm (0.062 in)  only  to extend 
from the chuck  and thus  minimise the possibility of 
the wire  bending  or breaking while probing.  Great 
care  must  be taken  to  prevent breakage 
of the wire 
inthehole. - 
W 
ST 1109M 
18. Examine the pressure faces of  nozzle  body  and 
nozzle  holder  to ascertain  their  freedom from 
scoring  and  scratches.  These surfaces  must  be 
perfectly  smooth. 
19. With the flushing tool  secured to the  nozzle  testing 
outfit,  fit the  nozzle  body  (spray  holes uppermost) 
to the flushing  tool  and pump  test  oil  through 
vigorously.  This flushing  process is necessary  for 
the  removal  of any  tiny  carbon 
parricles which  may 
have become  lodged 
in the body  after scraping  and 
probing. 
ST 1111M 
. . . . .  . 
. . . .  
Assemble 
20. Fit  the  nozzle  valve to nozzle  and check  for 
freedom  of movement. 
21. Immerse the nozzle  body and valve in the fluid 
bath  and assemble  whilst submerged. 
22. Wash the remaining  components  and  assemble the 
injector in the  sequence  illustrated during the 
dismantling. 
23. Set  the injection  nozzle assembly in accordance 
with  the following  test  procedure. 
Bench test injector nozzle  and holder assembly 
24. To check a nozzle  assembly  and to ensure that it is 
functioning correctly,  a setting outfit,  as illustrated, 
is  essential. 
A bench  covered  with linoleum or 
non-ferrous  sheet metal is most suitable  for 
mounting 
the outfit;  such  a  surface  facilitates  the 
cleanliness  essential when  checking  nozzle parts. 
Between 
the bench  and setting outfit,  a tray,  also 
prevent  spilt fuel spreading.  Small containers  may 
be  attached  to  the bench 
to isolate  the  component 
parts 
of each  assembly.  These parts are carefully 
mated  by 
the manufacturers  and must not be 
interchanged.  Lastly, a small  bath  with a  cover, 
containing  Shell Calibration  Fluid for washing 
components,  should be 
kept conveniently  near. 
37 
-c --- c --.- 1 -L-..lJ U1 I1u1I-lc1fuu> l1l~lai, >IIOUIU be positioned to  
						

							DIESEL FUEL SYSTEM 
25. The efficient  operation of the injection  nozzle 
assembly  is dependent 
on four  main  conditions, as 
follows: 
The  nozzle  valve  must open  at 
135 Ats. 
The  rate of back  leakage  must  be within 
150 to 
100 Ats. 
Seat  tightness  must be sufficient  to prevent 
leakage. 
Spray  form 
must compare  favourably  with the 
illustrations. 
26.  Pressure  setting, back leakage  and seat  tightness 
tests  may be made  by coupling  the injection  nozzle 
and  holder  assembly  direct 
to the pressure  feed 
pipe  on the  setting  outfit, but  an  adaptor  must be 
fitted  between  the pipe  and injection  nozzle and 
holder  assembly  when testing  spray  form. This 
adaptor,  see instruction 
38, increases  the  pressure 
of  fuel  to 
the injection  nozzle and holder  assembly 
sufficiently for 
the main  and auxiliary  spray form to 
6e determined. - 
Test procedure 
WARNING: The injection nozzle  must not be allowed  to 
point  towards the operator when spraying  and the hands 
must  never  be allowed  to contact  the  spray  which has a 
force that can penetrate the  flesh. 
27. Remove  the cap  from  the setting  outfit  container 
and 
fill with 0,8 litre (1.5 pints) of Shell  Calibration 
Fluid. 
28.  Air 
vent the system  by removing  the vent screw, 
allow 
oil to  flow  freely  for  a few  seconds  and 
replace 
the screw whilst  the flow  continues. 
29.  Operate  the  pump  handle until  fluid  flows  from 
pipe. 
30.  Connect  the  injector  and  holder assembly to  the 
pressure  feed pipe  with the nozzle  pointing 
downwards.  The length  and bore  of this  pipe  is 
important  and  replacement  pipes must be 
approximately  75 
mm (2.8 in)  between the union 
nuts  and of 3 
mm (0.118 in) bore. 
31.  Close  the  check  valve 
to keep the pressure  gauge 
out  of circuit  and smartly  operate  the  hand  lever 
several  times 
to expel all air  from the system. 
Leak-back  test 
32. Adjustment  is made  by removing  the  combined 
end  cap and  locknut  from  the  nozzle holder,  and 
turning  the  adjusting  screw clockwise  to increase 
and  anti
-clockwise  to decrease  the  opening 
pressure. 
33.  Fit  assembled  injector to nozzle  setting  outfit and 
adjust  to open  at 
160 to 170  atmospheres  then 
pump 
up to just  below  this figure,  release handle to 
allow  the needle  of gauge  to fall  naturally.  Time 
the  pressure  drop from 
150 atmospheres  down to 
100 atmospheres. 
34.  This  should  be 
not less than 5 seconds  for  the 
original  nozzle and not  less than 
7 seconds if a new 
one  is 
to be fitted,  and not  more  than 36 seconds 
for  either  with 
oil temperature 10 to 21°C (50 to 
70°F). 
38 
35. Check  externally  the top and  bottom of nozzle  cap 0 
nut and  pressure  pipe  union  nuts  for signs  of oil 
leakage.  If leakage  occurs at the  nozzle  cap nut, 
remove  the nut  and  examine 
the pressure  faces of 
nozzle  holders  and nozzle  body (see item  18)  for 
presence  of foreign  matter 
or surface  scoring, 
before  tightening  further. 
A leak-proof nozzle  assembly  with an excessive 
rate  of pressure  drop indicates 
a worn  nozzle valve; 
the  nozzle  valve and nozzle  body  should be 
renewed. 
32 
30 
35 
29 
ST 11 127M 
Pressure  setting 
36. The  selected  operational opcning pressurc of the s ~., , 
nozzle  valve  is 135  atmosphcrcs.  Readjust to this 
setting  in 
the manner  described in item 32. 
- 
Seat tightness 
37. Wipe  the bottom  face of the injection  nozzle dry 
and  raise  the  pressure 
in the system  to 125 
atmospheres.  A slight  dampness  on the bottom 
face  is permissible,  but blob  formation 
01 dripping 
indicates  a  badly seating  valve in  which  case the 
assembly  should  be  dismantled  for further 
examination. 
Spray form 
38.  Fuel  delivery  to the injection  nozzle assembly when 
testing  spray form must  be characteristically  similar 
to  fuel  delivery  under normal operating  conditions 
and 
to effect  these  conditions  an adaptor  (CAV f~ 
Y7044872) must be fitted  between  the injection ;. , 
nozzle assembly  and the pressure  pipe. continued  
						

							DIESEL FUEL SYSTEM 
.. . I. :.:T 39. The adaptor  differs mainly  in the  cap  nut and 
nozzle  valve  from the ordinary  type of injection 
nozzle  and holder  assembly as  fitted  to the engine; 
the  nozzle valve  has 
no pintle. 
40. The cap nut is extended,  bored  and  threaded to 
receive nozzles  for testing. 
41, Connect the  adaptor assembly  to the  pressure pipe. 
42. Remove  the end  cap and  adjust  the opening 
pressure 
of the  nozzle  valve to 220 atmospheres. 
43. Screw  the injection  nozzle and  holder  assembly to 
be  tested, 
into the adaptor. 
44. With  the check  valve  closed,  operate  the handle 
smartly  to  expel  air from 
the system.  The auxiliary 
spray  form may be tested  at 
60 strokes  per minute 
and  the main  spray  at 
140. Spray  development 
from  starting  to running  speeds  is illustrated,  this 
illustration  should  be  referred  to and  compared 
with  the spray form 
of nozzles  under test. 
Spray  formation  should be well  formed  and free 
from  splits  or distortion. 
A slight  centre  core  can 
be  disregarded.  Observe  the main spray  through 
360 degrees  to ensure  a uniform  spray. 
Y. 
- * 
I .. 
ST1114M 
d 
ST 1115M 
45. When satisfactory,  fit the  combined  locknut and 
end cap,  connect  the  injectors 
to the fuel  spill  rail 
and 
fit them to  the engine. 
FITTING  FUEL INJECTORS 
The steel  sealing  washer  fitted  below the injector 
nozzle  is 
to ensure that  combustion  does not take placc 
around the nozzle  body  and  cause it to overheat. A 
washer  which has  been  used more  than once,  or an 
incorrectly  fitted  washer  may cause the nozzle  to 
overheat  and result 
in that  cylinder  misfiring. 
1. Ensure  that  the  new washers  are  separated  from 
each  other  and are clean. 
2. Use a length  of thin  welding  wire to guide one 
washer  only into each  port with  the domed  side 
toward  the injector 
as illustrated.  Ensure that only 
one washer  is fitted to each  port. 
continued 
39  
						

							1191 DIESEL FUEL SYSTEM 
3. Lightly grease the copper  washer into position on 
each  injector  before fitting to the  cylinder  head. 
4. Fit the  injector  and evenly  tighten  the retaining 
nuts 
to the correct torque 6 to 8 Nm (4 to 6 Ibs  ft). 
Uneven 
or overtightening of the injector nuts  could 
distort  the nozzle  and cause  misfiring when  normal 
running  temperature  is reached. 
5. Reconnect  the injector  pipes  but  do not 
overtighten 
thc union  nuts. 
THROTTLE  PEDAL ADJUSTMENT - 
Petrol and Diesel  four cylinder  engines 
1. After renewing  the throttle  cable, remove any 
slack 
in the  cable  by adjustment of the cable 
adjuster at the engine  end. 
2. Depress the throttle  pedal,  by hand, .to the  full 
extent 
of the  carburetter,  DPA or DPS  pump 
linkage, and  adjust 
thc pedal stop screw to take up 
all  clearance  between  the  screw and scuttle  panel. 
Make  sure  that 
no strain is placed  upon  the 
carburetter  or pump  linkage. 
HAND  THROTTLE - where fitted 
Petrol and Diesel  four cylinder  engines 
Adjust 
1. Slacken the lock  nut on the cable  adjuster  and turn 
the adjuster  to remove  all slack  from the cable  and 
tighten  the locknut. 
NOTE:  The first  illustration  petrol engine  and 
second  illustration  Diesel engine. 
A.) Foot pedal  cable adjuster 
B.) Hand  throttle  cable adjuster 
. 
. .. ST1835M 
40 
STlfiR8M