Land Rover Series Operation Part 1 2 Rover Manual

							APRIL 195016FALSE START. If the engine makes
a false start when operating the
starter button, i.e., fires and does not
continue to run, but throws the starter
pinion out of mesh, it is imperative
to wait until the pinion and flywheel
comes to rest before again pressing
the starter button; failure to observe
this precaution may jam and bend the
shaft of the starter motor. Should the
engine fail to start after two or three
attempts, ascertain why it will not start, or the battery will run down
needlessly.
WHEN THE ENGINE STARTS. Except under conditions of extreme Cold,
the mixture control should be pushed in from the RICH (right out) position
to the WARM-UP (mid-way) position within a few seconds of the engine
starting. This period may have to be extended if conditions are severe, but
should never exceed a minute or so.
Do not race the engine, but it is permissible to drive away at moderate
speed, immediately after starting. This, or opening to about quarter-throttle
by means of the slow running control if the vehicle is to be used stationary,
is definitely advised, as lubrication of the cylinder walls by oil-fling is
thereby stimulated as the engine warms up. Continue with the mixture
control in the mid- way position until the engine temperature has risen
sufficiently to allow the knob to be pushed right in to the NORMAL
position. The appearance of the AMBER WARNING LIGHT on the
instrument panel will indicate that the control has been left out inadvertently
and must be pushed right in at once.
SPECIAL NOTE WARNING LIGHT. Like all mechanical devices the
mixture control warning system is not completely fool-proof and the
responsibility for pushing the mixture control to the normal position rests
with the driver, especially as the warning light may never appear owing to
bulb failure. As a guide the engine should always run satisfactorily in the
normal position within 1 mile (1 Km.) from starting away.
GEAR CHANGING INSTRUCTIONS
The positions of the main gear change lever are marked on the lever knob. It
should be noted that the only reverse stop is a spring in the selector
mechanism which tends to hold the lever away from the reverse selector
slot.“Should the engine fail to start . . .ascertain why.” 
						

							APRIL 195017Throughout the instructions which follow, approximate speeds are quoted at
which the various gear-changes should be made. These are given only to
serve as a guide to owners who are unaccustomed to the Land-Rover;
naturally they can be modified considerably as experience is gained under
various operating conditions. At all times care should be taken against
racing the engine and a change-up should be made well before the
engine revolutions reach their peak.
Do not drive with the foot resting on the clutch pedal. To ride the clutch in
this way causes excessive wear of the withdrawal mechanism.
GEAR CHANGING. (Transfer box in high gear).
CHANGING UP. Assuming, that the engine is running, to start the vehicle
from rest proceed as follows:-
Depress the clutch pedal fully, pause for a moment to allow the clutch shaft
to stop spinning and then move the gear lever into the first gear position.
Release the handbrake by pulling the lever slightly upwards, release the
catch by pressing down the knob on top of the brake lever and let the lever
go downwards. Accelerate slightly and at the same time allow the clutch
pedal to come back until you feel the clutch just gripping. Further gentle
pressure of the accelerator will be necessary as the clutch takes up the drive
and by this time the clutch should be right in.
After having set the vehicle in motion continue in first gear, speeding up the
engine until 5-8 m.p.h. (8-15 k.p.h.) is attained, when second gear should be
selected as follows:-
(i) Depress the clutch pedal fully, at the same time taking the foot off
the accelerator pedal.
(ii) Move the gear lever into neutral.
(iii) Pause (count  one, two ).
(iv) Move the gear lever gently into the second gear position.
(v) Release the clutch pedal, at the same time pressing the accelerator
pedal gently down.
To change up from second to third speed, continue in second gear until
about 15 m.p.h. (25 k.p.h.) is reached. Then depress the clutch pedal fully,
at the same time releasing the accelerator, and move the gear lever towards
third gear position. It will be found to dwell for a moment, due to the
engagement of the synchromesh cones; do not force the lever, but maintain
a light pressure on it, and at the correct moment it will slip into third gear,
ensuring a silent and easy change. Release the clutch pedal and continue
with the acceleration. 
						

							APRIL 195018Repeat these operations for changing from third to top gear speed of
approximately 20-25 m.p.h. (35-40 k.p.h.).
CHANGING DOWN. To change down from top to third gear, depress the
clutch pedal and ease the foot off the accelerator; move the gear lever gently
but firmly towards third gear position, when the same dwell will be felt
before third gear engages. Accelerate and let in the clutch.
When changing from third to second and from second to first gear, the
double de-clutch method should be used, as the synchromesh mechanism
does not operate on these two gears. Proceed as follows:-
(i) Depress the clutch pedal and move the gear lever into neutral.
(ii) Let in the clutch and accelerate until the engine speed is judged to
correspond with the vehicle speed in the gear to be selected.
(iii) Again de-clutch and move the gear lever into the required position.
(iv) Let in the clutch.
Do not snatch or force the gear lever; if the engine speed has been judged
correctly, the gear will engage quietly and smoothly.
REVERSE. To reverse the vehicle from a standstill, depress the clutch
pedal fully, engage reverse gear position and slowly release the clutch
pedal, at the same time gently speeding up the engine by means of the
accelerator pedal.
STARTING THE VEHICLE ON AN UPGRADE. When starting on an
upgrade is necessary, hold the vehicle with the handbrake and select first
gear; depress the accelerator in the normal way whilst simultaneously
releasing the handbrake and letting in the clutch.
USE OF THE TRANSFER BOX. The transfer box gives two ratios in the
output from the main gearbox, termed high and low, thus giving a total
of eight forward and two reverse speeds in all. It is controlled by the lever to
the right of the gearbox cover; this has three positions - right forward for
high ratio, mid-way for neutral and right back for low ratio.
For normal usage and road work the lever should be in the high position and
the foregoing instructions for gear changing apply to this condition. 
						

							APRIL 195019Low ratio is used when the
vehicle is to be operated on
heavy ground and for heavy
pulling. When low ratio is
employed the same
instructions for gear changing
should be followed except
that all the changes must be
made at much lower vehicle
speeds, i.e., First to second -
within two or three vehicle lengths of starting.
Second to third - 6 m.p.h. (10 k.p.h.).
Third to top - 10 m.p.h. (15 k.p.h.).
The neutral position mid-way between high and low is quite definite
and is used with the power take-off pulley for stationary work; the vehicle
cannot be driven with this lever in neutral.
TRANSFER GEAR CHANGING. Changing from HIGH to LOW transfer
ratio should only be attempted when the vehicle is stationary. The engine
may be left running, but the main gear lever must be in the neutral position.
Depress the clutch pedal and pull the transfer change lever right back;
release the clutch. Should there be any hesitation in the gear engaging, do
not force the lever; either rock the vehicle backwards and forwards or, with
the engine running, engage a gear in the main gearbox and let in the clutch
momentarily; then return the main gear lever to neutral and try the transfer
control again.
Changing from LOW to HIGH transfer ratio may be accomplished at any
time, regardless of vehicle speed. Release the accelerator pedal, depress the
clutch pedal and push the transfer box lever right forward, pausing slightly
in the neutral position; let in the clutch.
REVERSE STOP ADJUSTMENT. The reverse stop is accessible after
removing the inspection cover from the right-hand side of the gearbox
cover. In the case of vehicles fitted with a control knob for the front wheel
drive lock, it is also necessary to remove the knob and control rod.
When the stop requires adjustment it should be set by means of the screw
and locknut on the stop hinge so that:-
(i) the hinge rides easily up the gear lever when reverse gear is
selected and
(ii) appreciable resistance is felt on moving the gear lever to the
reverse position.“Low ratio is used . . . on heavy ground andfor heavy pulling.” 
						

							APRIL 195020LUBRICATION
GENERAL INSTRIFCTIONS. One of the, most important factors in the
performance and durability of any vehicle is its lubrication.  This is
especially true of the Land-Rover because of the diverse conditions under
which it may be called upon to perform. We are in your hands; not being
able to stand over you and see that you put the right lubricant in the right
place at the right time, we can only lay down instructions and hope that they
will be carried out. You are earnestly advised, however, that the maximum
amount of trouble-free
service which you have a
right to expect from your
Land- Rover will only be
obtained if due and regular
attention is given to the
vital subject of lubrication.
The lubricants
recommended for use on
the Land-Rover will be
found on Page 32, as well as on a plate attached to the radiator baffle. They
have been selected only after experimental work on our part in conjunction
with the oil refiners; as a result of the tests to which they have been
subjected, we find that the oils listed are pre-eminently suitable for the
Land-Rover and you are advised to use no other.
In cold weather, starting the engine may prove to be a serious problem if
oils heavier than those indicated are used and they would also affect fuel
economy and engine life, so when ordering your oil be careful to state the
GRADE as well as the MAKE.
We would advise you that we cannot hold ourselves responsible for damage
arising from the use of any additive to our recommended lubricants. The
oils we have selected are complete in themselves and afford every
protection in use. A warning is necessary against the addition of any oils or
other products, as these may materially impair the character of the lubricant
in use by dilution and so reduce its viscosity to danger point.
The pages which follow give complete instructions regarding the grade and
quantity of lubricant required for all parts of the vehicle; it should be
realised, however, that the intervals at which lubrication is carried out must
depend largely on the conditions of service under which any individual
vehicle is operated. The mileage intervals indicated should be adhered to
when your Land-Rover is mainly used for road work, but it is difficult to 
						

							APRIL 195021quote accurate equivalent time intervals when the vehicle is employed on
field work or as a mobile power plant, owing to. the diversity of such
applications. An attempt has been made to give average intervals in terms of
operation hours and these should be followed as a general guide, but in
many cases this will largely be a matter that must be left to the good
judgement of the operator; obviously in dry dusty weather, certain
operations must be carried out much more frequently than during rainy
spells.
It should be constantly borne in mind that “over-lubrication, i.e.,
lubrication attention at comparatively short intervals, cannot do the slightest
harm to the vehicle, whereas the converse certainly can (and very often
will), seriously shorten its effective service life.
For convenience, the main lubrication points are shown on the plan views at
Figs. 4 and 5 and the more important attentions repeated in the summary of
points requiring regular attention. on Pages 31, 34, 35.
ENGINE LUBRICATION
OIL LEVEL
It is necessary that the quantity of oil in the system be kept within specified
limits. Since a certain amount of oil is used up in the proper operation of the
engine, the supply must be replenished from time to time, this requirement
being additional to periodic changing of the oil. The amount of oil used will
depend largely, amongst other things, on the speed at which the vehicle is
driven.
A dip-stick is provided on the right-hand side of the engine and access to it
is gained by lifting the bonnet top panel
(Fig. 6). This stick carries two marks, H
(High) and L (Low) and the oil level
should always be maintained as near the H
mark as possible; on no account   should it
fall below the L mark, in fact it is
desirable that this point is not even
approached.
Before taking a reading of the oil-level by
means of the dip-stick, the vehicle must
be placed on level ground and the engine
should be stationary long enough to allow
the oil to drain back into the sump from
the cylinder walls and overhead rocker gear, etc., a process which normally
takes about 30 minutes. Remove the dip-stick by pulling it straight upwards
out of its socket, making sure that no dirt drops into the sump; wipe the rod
clean, re-insert to its full depth and remove a second time to take the
reading.“On no account should it fall belowthe ‘L’ mark.” 
						

							APRIL 195022Fig. 4. Upper plan view.
A – Rear axle filler.
B – Rear axle drain plug.
C – Rear axle breather.
D – Propellor shaft sleeve lubrication nipple.
E – Brake fluid reservoir.F – Petrol filler cap.
G – Petrol tank drain plug.
H – Transmission brake adjuster.
J – Transfer box filler.
K – Transfer box drain plug.
L – Main gearbox filler. 
						

							APRIL 195023Fig. 5. Lower plan view.
M – Main gearbox dipstick.
N – Main gearbox drain plug.
P – Pedal lubricating nipples.
Q – Engine oil filter.
R – Engine drain plug.
S – Engine sump filter.
T – Radiator filler cap.
U – Coolant drain tap.V – Tracta joint level and filler plug.
W – Engine dipstick.
X – Steering box filler.
Y – Front axle filler.
Z – Front axle drain plug.AA – Propellor shaft journal lubricationnipples. 
						

							APRIL 195024Fig. 6. Engine unit (right hand side).
A – Engine oil filler.
B – Oil level dipstick.
C – Oil drain plug.
D – Gauze Suction oil filter.
E – By-pass pressure oil filter.
F – Dynamo lubricator.G – Fan belt adjustment.
H – Cylinder block drain tap.
J – Timing inspection cover.
K – Main gearbox oil filler.
L – Gearbox oil level dipstick
M – Transfer box oil filler. 
						

							APRIL 195025Fig. 7. Engine unit (left hand side).
N – Transfer box oil level plug.
P – Oil pressure warning switch.
Q – Ignition control.
R – Thermostat housing.
S – Power take-off control.
T – Power take-off output.
U – Transmission brake (hand brake)V – Clutch operation lever.
W – Mixture control warning light switch.
X – Main gearbox inspection cover.
Y – Main gear change lever.
Z – Transfer box change lever.
AA – Front wheel drive lock.
BB – Reverse stop adjustment.