Land Rover Rover 214 Repair 1689 05a Rover Manual

							1689 Rover 214 & 414 Updated Version 09/97
5A
Chapter 5 Part A
Ignition system - carburettor engines
Distributor - removal, overhaul and refitting  . . . . . . . . . . . . . . . . . . . 5
General information and precautions  . . . . . . . . . . . . . . . . . . . . . . . . 1
HT coil - removal, testing and refitting  . . . . . . . . . . . . . . . . . . . . . . . 4
HT leads, distributor cap and rotor arm - inspection and renewal  . . 3
Ignition amplifier module - removal and refitting . . . . . . . . . . . . . . . . 6Ignition system - testing  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Ignition timing - checking and adjustment  . . . . . . . . . . . . . . . . . . . . 8
Spark plugs - renewal  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Thermostatically-operated vacuum switch - removal and refitting  . . 7
5A•1
Contents
Specifications
General
System type  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lucas constant energy inductive
Firing order  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3-4-2 (No 1 cylinder at timing belt end)
Direction of crankshaft rotation  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise (viewed from right-hand side of vehicle)
Distributor
Type  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lucas 67 DM4, incorporating centrifugal and vacuum advance
mechanisms and externally-mounted amplifier module
Identification:
With catalytic converter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NJC 10026
Without catalytic converter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NJC 10033
Direction of rotor arm rotation  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Anti-clockwise (viewed from left-hand side of vehicle)
Pick-up coil resistance  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 950 to 1150 ohms
Vacuum diaphragm unit identification:
With catalytic converter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-200-8
Without catalytic converter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-200-6
Vacuum advance commences  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 mbar (80 mm Hg)
Maximum vacuum advance:
With catalytic converter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16º @ 267 mbar (200 mm Hg)
Without catalytic converter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12º @ 267 mbar (200 mm Hg)
Deceleration check - vacuum disconnected  . . . . . . . . . . . . . . . . . . . . . 4º to 8º @ 2500 rpm
Note:Degree and speed values to be measured at crankshaft
HT coil
Type  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUU 1326 or ADU 8779
Manufacturer  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch, Ducellier or Rudi Cajavec
Current consumption - average  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 to 0.75 amps @ idle speed
Winding resistances:
Primary  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 to 0.5 ohms @ 20ºC
Secondary  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 to 15 K ohms @ 20ºC
Ignition timing
At 1500 rpm (vacuum pipe disconnected)  . . . . . . . . . . . . . . . . . . . . . . . 9º ± 1º BTDC
Easy,suitable for
novice with little
experienceFairly easy,suitable
for beginner with
some experienceFairly difficult,
suitable for competent
DIY mechanic
Difficult,suitable for
experienced  DIY
mechanicVery difficult,
suitable for expert DIY
or  professional
Degrees of difficulty
54321 
						

							Torque wrench settingsNm lbf ft
Spark plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 18
Distributor cap screws  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 21
Amplifier module-to-distributor body (hex-head) screws  . . . . . . . . . . . . 5 4
Distributor mounting bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 18
Ignition HT coil mounting bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 5
5A•2 Ignition system - carburettor engines
1689 Rover 214 & 414 Updated Version 09/97
1 General information and
precautions
General information
The ignition system is fully-electronic in
operation and of the inductive type,
incorporating a contact-less distributor (driven
off the camshaft left-hand end) and an amplifier
module, as well as the spark plugs, HT leads,
ignition HT coil and associated wiring.
The system is divided into two circuits,
which are the primary (low tension/LT) and
secondary (high tension/HT). The primary
circuit consists of the battery, ignition switch,
ignition HT coil primary windings, amplifier
module and distributor pick-up coil and
wiring. The secondary circuit consists of the
ignition HT coil secondary windings, the
distributor cap and rotor arm, the spark plugs
and HT leads.
The distributor incorporates features which
advance the ignition timing both mechanically
and by vacuum operation. Its shaft, driven by
the camshaft, incorporates a reluctor which
has four shaped poles and is mounted on the
centre of a centrifugal advance assembly,
whose two weights move outwards under
centrifugal force as engine speed rises, thus
rotating the reluctor on the shaft and
advancing or retarding the spark, the amount
of movement being controlled by light
springs. A pick-up coil generates a weak
magnetic field whenever the ignition is
switched on. As the engine rotates the
reluctor poles pass the coil, disturbing the
field each time and sending a signal current to
the amplifier module. Whenever this signal
exceeds a threshold level determined by
engine speed, a high-voltage transistor in the
amplifier is switched on, thus allowing HT coil
current to flow. When this current has reached
the required level, it is held constant until the
transistor is switched off, thus triggering the
spark. The pick-up coil is clamped to a stator
pack that is able to rotate under the control of
the vacuum diaphragm unit mounted on the
side of the distributor. The unit consists of a
diaphragm, one side of which is connected
via a small-bore pipe to the carburettor and
the other side to the stator pack. Inlet
manifold depression, which varies with engine
speed and throttle position, causes the
diaphragm to move, thus rotating the stator
pack and advancing or retarding the spark.
Models fitted with catalytic converters have
a thermostatically-operated vacuum switchscrewed into the cooling system thermostat
housing. The switch is connected into the
vacuum hose linking the carburettor to the
distributor vacuum diaphragm unit. At coolant
temperatures below 70ºC, the switch cuts off
the vacuum supply to the diaphragm and
prevents the unit from advancing the ignition
timing. This causes the exhaust gas
temperatures to rise, due to the retarded
ignition timing, and brings the catalytic
converter swiftly up to its efficient operating
temperature. Once coolant temperature rises
above 70ºC, the switch opens and allows the
vacuum to reach the diaphragm unit, thus
restoring normal advance and retard of the
ignition timing.
Precautions
General
It is necessary to take extra care when
working on the electrical system to avoid
damage to semi-conductor devices (diodes
and transistors), and to avoid the risk of
personal injury. In addition to the precautions
given in the “Safety first!” Section at the
beginning of this manual, take note of the
following points when working on the system.
Always remove rings, watches, etc. before
working on the electrical system. Even with
the battery disconnected, capacitive
discharge could occur if a component live
terminal is earthed through a metal object.
This could cause a shock or nasty burn.
Do not reverse the battery connections.
Components such as the alternator or any
other having semi-conductor circuitry could
be irreparably damaged.
If the engine is being started using jump
leads and a slave battery, connect the
batteries positive to positive and negative to
negative. This also applies when connecting a
battery charger.
Never disconnect the battery terminals, or
alternator multi-plug connector, when the
engine is running.
The battery leads and alternator multi-plug
must be disconnected before carrying out any
electric welding on the car.
Never use an ohmmeter of the type
incorporating a hand cranked generator for
circuit or continuity testing.
Ignition and engine management
systems
The HT voltage generated by an electronic
ignition system is extremely high, and in
certain circumstances could prove fatal. Take
care to avoid receiving electric shocks from
the HT side of the ignition system. Personswith surgically-implanted cardiac pacemaker
devices should keep well clear of the ignition
circuits, components and test equipment.
Do not handle HT leads, or touch the
distributor or coil when the engine is running.
If tracing faults in the HT circuit, use well
insulated tools to manipulate live leads.
Engine management modules are very
sensitive components. Certain precautions
must be taken to avoid damage to the module
when working on a vehicle equipped with an
engine management system, as follows.
When carrying out welding operations on
the vehicle using electric welding equipment,
the battery and alternator should be
disconnected.
Although underbonnet-mounted modules
will tolerate normal underbonnet conditions,
they can be adversely affected by excess heat
or moisture. If using welding equipment or
pressure washing equipment in the vicinity of
the module, take care not to direct heat, or
jets of water or steam at the module. If this
cannot be avoided, remove the module from
the vehicle, and protect its wiring plug with a
plastic bag.
Before disconnecting any wiring, or
removing components, always ensure that the
ignition is switched off.
On models with underbonnet-mounted
modules, do not run the engine with the
module detached from the body panel, as the
body acts as an effective heat sink and the
module may be damaged due to internal
overheating.
Do not attempt to improvise fault diagnosis
procedures using a test lamp or multimeter,
as irreparable damage could be caused to the
module.
After working on ignition/engine
management system components, ensure
that all wiring is correctly reconnected before
reconnecting the battery or switching on the
ignition.
2 Spark plugs- renewal
Refer to Chapter 1.
3 HT leads, distributor cap and
rotor arm- inspection and
renewal
Refer to Chapter 1. 
						

							4 HT coil- removal, 
testing and refitting
2
Removal
1The coil is mounted on the left-hand side of
the engine compartment, between the battery
and the left-hand headlamp unit.
2Disconnect the battery negative terminal.
3To improve access to the coil, remove the
headlamp bulb cover.
4Peel back the end cover, then disconnect
the HT lead from the coil. Note which
terminals they are connected to and
disconnect the two pairs of LT wires from the
coil (see illustration).
5Remove the two coil mounting bolts and
withdraw the coil from the engine
compartment. If necessary, slacken the clamp
screw and separate the coil from its mounting
bracket.
Testing
6Test the coil by using a multimeter, set to its
resistance function, to check the primary (LT
+ to – terminals) and secondary (LT + to HTlead terminal) windings for continuity. The
resistance of either winding can be checked
and compared with the specified value. Note
that the resistance of the coil windings will
vary slightly according to the coil temperature.
7Using an ohmmeter or continuity tester,
check that there is no continuity between the
HT lead terminal and the coil body.
8If the coil is faulty it must be renewed.
Refitting
9Refitting is the reverse of the removal
procedure.
5 Distributor- removal,
overhaul and refitting
3
Removal
1Disconnect the battery negative terminal.
2Release the wire retaining clip and unplug
the wiring connector from the ignition
amplifier module (see illustration).
3Disconnect the vacuum pipe from the
vacuum diaphragm unit (see illustration).
4Position the engine so that No 1 cylinder is
at TDC on the compression stroke.
5Mark the relationship of the distributor bodyto the cylinder head, as a guide for refitting
(see illustration).
6Unscrew the distributor mounting bolts and
withdraw the distributor (see illustration). Do
not disturb the crankshaft setting while the
distributor is removed.
7Remove the distributor body sealing ring
which must be renewed whenever it is
disturbed (see illustration).
Overhaul
8Remove the distributor cap and withdraw
the rotor arm, if not already removed (see
illustration).
Ignition system - carburettor engines  5A•3
5.3  Disconnecting vacuum pipe from
distributor vacuum diaphragm unit5.2  Disconnecting wiring connector from
ignition amplifier module4.4  HT coil connections
3 Mounting bolts 6 LT connections
4 Clamp screw 7 HT connection
5 HT coil
5.5  Making alignment marks on distributor
body and cylinder head
5.7  . . . then remove distributor (O-ring arrowed)5.6  Unscrew distributor mounting bolts (remaining bolt 
arrowed) . . .
5A
1689 Rover 214 & 414 Updated Version 09/97 
						

							9Undo the two bolts securing the amplifier
module to the body, then carefully remove the
gasket and withdraw the connector.
10Remove the screws and separate the
upper housing from the lower.
11Remove the clamp ring and pick-up coil
from the upper housing.12Remove the circlip (and first thrustwasher,
if fitted) from the underside of the upper
housing, disengage the stator pack from the
vacuum diaphragm unit arm and withdraw the
stator pack, followed by the (second)
thrustwasher.
13Remove the retaining screw and withdraw
the vacuum diaphragm unit from the
distributor.
14Check the distributor shaft endfloat and if
it seems excessive, seek expert advice.
15Remove the spring from the distributor
drive coupling, then use a scriber or similar to
mark the relationship of the coupling to the
shaft. It is essential that the coupling is refitted
correctly in relationship to the rotor arm on
refitting. Release the distributor shaft by
driving out the retaining roll pin and removing
the coupling, noting the toothed thrustwasher
which is fitted behind it.
16Withdraw the shaft, noting the toothed
thrustwasher underneath the centrifugal
advance assembly. Be very careful not to
bend any of the reluctor poles and do not
attempt to remove it from the shaft.
17The advance assembly and shaft can be
lubricated but if any part of the assembly is
found to be worn or damaged, then the
complete distributor must be renewed.
Individual replacement parts are not available.
18Clean and examine all components. If any
are found to be worn or damaged, seek
expert advice. A repair kit of sundry parts is
available separately, also the coupling
assembly, the pick-up coil and vacuum
diaphragm unit, as well as the rotor arm and
the distributor cap. If any other parts are worn
or damaged, the complete distributor must be
renewed.
19In addition to the checks in Chapter 1, use
an ohmmeter or continuity tester to check that
there is no continuity between any of the
cap’s terminal segments. Similarly, check that
there is no continuity between the rotor arm
body and its brass segment. Note that the
arm has a built-in resistance.
20Reassembly is the reverse of the
dismantling procedure, noting the following:
a) Apply a few drops of suitable oil to the
advance assembly pivots and springs,
also to the shaft, upper housing and
stator pack bearing surfaces.
b) Using the marks made on dismantling, be
very careful to ensure that the coupling is
located correctly on the shaft end (in
relationship to the rotor arm) before
driving in the roll pin to secure it, then
ensure that the spring is fitted over the roll
pin ends.
c) Grease the vacuum diaphragm unit arm
before refitting it and use grease to stick
the thrustwasher to the underside of the
upper housing. Refit the stator pack,
ensuring it engages correctly with the
vacuum diaphragm unit arm peg, followed
by the (remaining thrustwasher, if fitted,
and) circlip. Tighten the unit retaining
screw securely.d) Refit the pick-up coil to the upper housing
and centre its terminals in the aperture
before fitting the clamp ring so that its
cut-out is over the aperture.
e) Refit the upper housing to the lower,
tighten the screws lightly and check that
the shaft is free to rotate. There must be
no sign of the reluctor poles touching the
stator pack arms, as either can easily be
bent. Tighten the screws securely.
f) Refit the connector and its gasket.
g) Refit the amplifier module and the rotor
arm.
h) Fit a new sealing ring to the distributor
body.
Refitting
Original distributor
21Ensure that No 1 cylinder is at TDC, then
rotate the rotor arm to align with the
distributor cap’s No 1 terminal. Fit a new
sealing ring to the distributor body and
lubricate it with a smear of engine oil.
22Align the marks made on removal and refit
the distributor to the cylinder head. If
necessary, rotate the rotor arm very slightly to
help the distributor drive dogs locate in the
camshaft slots; they are offset and so will fit
only one way. Refit the distributor mounting
bolts and tighten them to the specified torque.
23Refit the spark plugs.
24Refit the distributor cap, ensuring it is
correctly located, and tighten its retaining
screws to the specified torque. Reconnect the
HT leads to the relevant spark plugs.
25Reconnect the vacuum pipe to the
vacuum diaphragm unit and the wiring
connector to the ignition amplifier module.
26Check and, if necessary, adjust the
ignition timing.
New distributor
27If a new distributor is to be fitted (or no
marks were made on removal), the following
procedure will produce a basic setting which
will enable the engine to start and run while
the ignition timing is accurately set.
28Position the engine so that No 1 cylinder
is at TDC on the compression stroke.
29Rotate the crankshaft slightly anti-
clockwise until the pulley notch is positioned
in the 9º BTDC position (between the 8 and 12
marks on the timing scale).
30Rotate the distributor rotor arm to align
with the distributor cap’s No 1 terminal. This
terminal is marked with a K which is cast on
the outside of the distributor cap. Fit a new
sealing ring to the distributor body and
lubricate it with a smear of engine oil.
31Fit the distributor to the cylinder head and
refit its mounting bolts. Positioning the
distributor body so that the mounting bolts
are in the middle of their respective slots then
tighten the bolts finger-tight only.
32Perform the operations given in
paragraphs 23 to 25.
33Check and adjust the ignition timing.
5A•4 Ignition system - carburettor engines
5.8  Lucas 67 DM4 distributor
1 Distributor cap
2 Rotor arm
3 Upper housing
4 Vacuum diaphragm unit
5 Stator pack including thrustwasher(s) and
circlip
6 Pick-up coil
7 Clamp ring
8 Distributor shaft, including reluctor and
advance assembly
9 Thrustwasher
10 Lower housing
11 O-ring
12 Drive coupling, including thrustwasher,
spring and roll pin
13 Connector and gasket
14 Amplifier module
1689 Rover 214 & 414 Updated Version 09/97 
						

							6 Ignition amplifier module-
removal and refitting
2
Warning: Do not attempt to
open or repair the ignition
amplifier module. If faulty, it
must be renewed.
Removal
1Disconnect the battery negative terminal.
2Releasing its wire clip, unplug the wiring
connector from the amplifier module.
3Remove the two bolts and withdraw the
module, taking care not to damage the
terminal pins.
4Check carefully that the mating surfaces of
the module and distributor are completely
clean and unmarked and that the pick-up coil
terminal pins are clean and a secure fit in the
module. If in doubt, it is permissible to remove
the connector and its gasket and to gently
squeeze together the female terminals to
improve the fit.
5The pick-up coil-to-connector and
connector-to-module connections must be
checked with particular care if the module is
thought to be faulty. Similarly, check, clean
and tighten (if necessary) the distributor wiring
connector-to-module terminals. It is essential
that there is good electrical contact between
the module and the distributor and at all four
LT wiring connections mentioned above.
Refitting
6On refitting, apply a smear of heat-
conducting silicone grease to the mating
surfaces of the module and distributor. The
correct grease can be obtained from Rover
dealers under Part Number BAU 5812 but if
this is not available, either a heat-sink
compound or an anti-seize compound (such
as Holt’s Copaslip), will serve as an adequate
substitute.
7Check that the terminal pins are not bent or
damaged and that they engage correctly with
the module’s connections.
8Tighten the module retaining bolts to the
specified torque wrench setting, then
reconnect the distributor wiring and battery.
7 Thermostatically-operated
vacuum switch- 
removal and refitting
2
1On models fitted with a catalytic converter,
a thermostatically-operated vacuum switch is
screwed into the cooling system thermostat
housing.
Removal
2Either drain the cooling system or be
prepared for some loss of coolant as the
switch is unscrewed.
3Access to the thermostat housing ispossible with the inlet manifold and
carburettor in place, but is made much easier
if these are first removed.
4Disconnect and plug the switch vacuum
pipes.
5Unscrew the switch and withdraw it, then
plug the opening to prevent the entry of dirt. If
the cooling system has not been drained,
work quickly to minimise coolant loss.
6If required, the switch can be tested as
described in Chapter 3.
Refitting
7Refitting is the reverse of the removal
procedure, noting the following:
a) Wipe clean the threads of the switch and
thermostat housing.
b) If a sealing washer is fitted, renew it
whenever it is disturbed so as to prevent
leaks. If no sealing washer is fitted, apply
a smear of sealant to the switch threads.
c) Tighten the switch securely and
reconnect the vacuum pipes.
d) Refit any components removed to
improve access.
e) Replenish the cooling system.
8 Ignition timing- 
checking and adjustment
Refer to Chapter 1.
9 Ignition system- testing
3
Note:Always switch off the ignition before
disconnecting or connecting any system
component and when using a multi-meter to
check resistances. Any voltmeter or multi-
meter used to test ignition system
components must have an impedance of 
10 Mohms or greater.
General
1The components of electronic ignition
systems are normally very reliable. Most faults
are likely to be due to loose or dirty
connections or to ‘tracking’ of HT voltage due
to dirt, dampness or damaged insulation, than
to the failure of any of the system’s
components. Always check all wiring
thoroughly before condemning an electrical
component and work methodically to
eliminate all other possibilities before deciding
that a particular component is faulty.
2The old practice of checking for a spark by
holding the live end of an HT lead a short
distance away from the engine is not
recommended. Not only is there a high risk of
a powerful electric shock but the HT coil or
amplifier module will be damaged. Never try
to diagnose misfires by pulling off one HT lead
at a time.
Engine will not start
3If the engine will not turn over at all or only
turns very slowly, check the battery and
starter motor. Connect a voltmeter across the
battery terminals (meter positive probe to
battery positive terminal), disconnect the
ignition coil HT lead from the distributor cap
and earth it, then note the voltage reading
obtained while turning over the engine on the
starter for (no more than) ten seconds. If the
reading obtained is less than approximately
9.5 volts, check the battery, starter motor and
charging system.
4If the engine turns over at normal speed but
will not start, check the HT circuit by
connecting a timing light (following the
manufacturer’s instructions) and turning the
engine over on the starter motor. If the light
flashes then voltage is reaching the spark
plugs, so these should be checked first. If the
light does not flash, check the HT leads
themselves followed by the distributor cap,
carbon brush and rotor arm.
5If there is a spark, check the fuel system for
faults.
6If there is still no spark, check the voltage at
the ignition HT coil + terminal. It should be the
same as the battery voltage (ie: at least 
11.7 volts). If the voltage at the coil is more
than 1 volt less than that at the battery, check
the feed back through the fusebox and
ignition switch to the battery and its earth until
the fault is found.
7If the feed to the HT coil is sound, check the
coil’s primary and secondary winding
resistance. Renew the coil if faulty but be
careful to carefully check the condition of the
LT connections themselves before doing so,
to ensure that the fault is not due to dirty or
poorly-fastened connectors.
8If the HT coil is in good condition, the fault
is probably within the amplifier module or
distributor pick-up coil. So that the operation
of these two can be checked quickly, Rover
dealers have a neon indicator, which when
connected across the HT coil’s LT terminals,
flashes every time the amplifier triggers an HT
pulse in the coil if the ignition is switched on
and the engine is turned over on the starter.
Owners can substitute a low-wattage bulb. If
the bulb flickers or flashes when the engine is
turned over, the amplifier and distributor are
sound.
9If the amplifier and distributor are sound,
and the entire LT circuit is in good condition,
the fault, if it lies in the ignition system, must
be in the HT circuit components. These
should be checked carefully, as outlined
above.
10If the indicator or bulb does not flash, the
fault is in either the distributor pick-up coil or
the amplifier module. Owners should note that
by far the commonest cause of failure of
either of these is a poor connection, either
between the amplifier module and the
distributor body or in the LT circuit wiring
connections themselves. If a voltmeter or
Ignition system - carburettor engines  5A•5
5A
1689 Rover 214 & 414 Updated Version 09/97 
						

							multi-meter is available, check the feed to the
amplifier (the voltage reading obtained should
be the same as that measured at the HT coil
LT + terminal), then check that there is no
measurable resistance between the amplifier
module fixing screws and engine earth and
that there is no continuity between either
module terminal and earth. If any doubt exists
as to the condition of the connections,
remove the module, clean and check carefully
the module earth and the connections and, if
necessary, improve their fit. If these checks
fail to correct the fault, measure the resistance
of the pick-up coil, comparing it with the
specified value. Renew the coil if the reading
obtained differs significantly from that given. Ifthe fault still exists, the only solution is to try
the effect of renewing the amplifier module.
Engine misfires
11An irregular misfire suggests either a
loose connection or intermittent fault on the
primary circuit, or an HT fault on the coil side
of the rotor arm.
12With the ignition switched off, check
carefully through the system ensuring that all
connections are clean and securely fastened. If
the equipment is available, check the LT circuit
as described in paragraphs 6 to 10 above.
13Check that the HT coil, the distributor 
cap and the HT leads are clean and dry.
Check the leads themselves and the sparkplugs (by substitution, if necessary), then
check the distributor cap, carbon brush and
rotor arm.
14Regular misfiring is almost certainly due to
a fault in the distributor cap, HT leads or spark
plugs. Use a timing light to check whether HT
voltage is present at all leads.
15If HT voltage is not present on any
particular lead, the fault will be in that lead or
in the distributor cap. If HT is present on all
leads, the fault will be in the spark plugs.
Check and renew them if there is any doubt
about their condition.
16If no HT is present, check the HT coil as
its secondary windings may be breaking
down under load.
5A•6 Ignition system - carburettor engines
1689 Rover 214 & 414 Updated Version 09/97