This part of site is an attempt to organize and add to the web resources for the Rover SD1
to form a cohesive and easily usable guide for those of us without easy access to
expert repair and/or advice. It is not offered in any way as a definitive source
and we take no responsibility for any errors that may exist.
Webmaster Rene Winters
the 2400 Diesel Engine|
Under the bonnet is a new 4 cylinder turbo-charged diesel engine which is capable of producing speeds in
excess of 100 mph, with considerable torque and, at the same time, providing excellent fuel economy.
The objective of this Webpage is to familiarise you with the technical features of this engine,
how to service it and some of the pertinent overhaul procedures.
We will begin with a look under the bonnet to familiarise ourselves with the external features of
the engine. The 4 cylinder unit has a stroke of 90mm which, with an oversquare bore of 92mm, provides a
capacity of 2393 cm3.
The exhaust driven turbocharger provides a boosted air supply with a final compression ratio of 21:1.
Since there is no vacuum available at the manifold, vacuum assistance for the braking system servo is provided
by this vane type pump which is driven by the injector pump drive gear.
One novel feature of the engine is the individual cylinder heads.
A Bosch, mechanically governed distributor type injection pump supplies fuel to the pintle type injectors
which inject the fuel into a prechamber within the cylinder head.
As the turbocharger places exceptional demands on the lubrication system, an oil cooler is incorporated to
maintain oil temperature to acceptable levels.
In the case of diesel engines, you should always be on the look out for oil dilution. This is a condition
whereby the lubricating oil is diluted by diesel fuel from a faulty injector.
The engine oil. The oils recommended for the Rover Turbo have been designed specifically for use in
turbocharged diesel engines. Oil recommended in the service literature must be used.
While we are on the topic of lubrication a word of advice. One of your skills as a technician servicing our
cars is to prevent untoward failures by continual observation and checks.
If this condition is allowed to occur, two things will happen. First, the fuel will wash the lubricating oil
from the cylinder walls so that the piston will seize in its sleeve. Secondly the lubricating qualities of the
oil will deteriorate to the point that the big end and main bearings and the turbocharger bearings will fail.
So always be on the look out. There are two symptoms of this condition which should arouse your suspicions.
The first is a level of oil in the sump which exceeds the full mark. It is always worth checking the level
before draining the oil.
The second symptom is that the oil is unnaturally thin when you drain it.
Should either of these symptoms present itself, you would be wise to remove the injectors and test them.
We will show you how to do this later on this webpage.
Turning to the fuel system, you will see that the fuel filter must be changed at Main Service Intervals
and that the injectors require testing at 24,000 mile (40,000km) intervals. We will look at these operations
when we deal with the fuel system.
The final operation we would like to draw your attention to is leaks. As we shall see later on this webpage,
both the lubrication and the cooling systems contain piping and manifolding external to the engine.
Any leaks occuring must be attended to immediately. Two important areas to check are the water manifold
and the oil pipes to and from the turbocharger.
We will close this webpage with a few words about driving the Turbo.
The turbocharger rotates at high speeds, often in excess of 100,000 r.p.m. So it is dependant on its oil
supply not only for lubrication but also to disperse heat from the shaft and bearings.
When starting the engine, allow it to idle for a short while so that the speed and oil pressure can stabilise.
Similarly when switching off allow the engine to idle until the turbocharger has decelerated before you switch
If you do not, the turbocharger will continue to run at high speeds with little or no lubrication. At the
same time, the heat in the unit will not have dissipated. As a result its life will be shortened