Land Rover Defender 90 110 Workshop Book 2 Rover

							2.50 LITRE DIESEL ENGINE 1121 
{: :;;
						

							I 12 I 2.50 LITRE DIESEL  ENGINE 
4 Dismantle  also the old  coupling  and use the sleeve 
to manufacture  a  suitable press tool.  Use  a round 
section file to increase  the depth  of the cross-pin 
slot 
so that it will not  bear upon the cross-pin  when 
used  to press 
in the  new  coupling.  Weld a suitable 
length 
of steel  bar or tube to  the sleeve to complete 
the tool. 
5. Fill the  annular  groove round the splines of the 
coupling  with silicone  rubber sealant. 
6. Assemble the skew gear and coupling  with the 
manufactured  press  tool 
in position  inside the 
coupling 
and place  under  the press  and slowly  press 
in the new  coupling.  Clean off surplus sealant  and 
swarf  from  the internal  splines 
of the skew  gear. 
7. Reassemble  the new  coupling  as  described  under 
‘Coup1 i ng Overhaul ’ . 
REMOVE THE CONNECTING-RODS  AND PISTONS 0 
During the following  instructions  it is important that all 
components  are kept 
in related  sets and the pistons  are 
identified  with their  respective  bores. 
1. Turn the crankshaft  to  bring  the  connecting-rod 
caps  to an  accessible  position and remove  each cap 
and  lower  shell 
in turn. Note that the  connecting- 
rod caps  arc numbered  one to four. 
2. Push  each  piston  assembly  up the bore and 
withdraw  from  the  cylinder  block.  Assemble the 
caps  and  shells 
to the connecting-rods and place to 
one  side  for inspection  with the cylindcr  block at a 
later stage. 
REMOVE  AND INSPECT  CRANKSHAFT 
1. Remove  the  eight  bolts  securing  the  flywheel 
housing 
to the  cylinder  block  and  remove  the 
housing  and  rear main  bearing  oil seal,  and 
‘0’ 
ring. 
The 
‘0’ ring has  been deleted on later engincs. 
ST7 1 8M 
68  
						

							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