Rover's Vikingship Overhaul of the 2400 SD
Diesel engine part two
Rover's Vikingship





























Important!!

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


Coolant System

Now let us examine the engine systems in detail. We will begin with the coolant system which has a capacity of 10 litres.

A conventionally mounted belt driven pump, which is non serviceable and changed as a unit, directs water into the block where it circulates around the liners to the cylinder heads.

The coolant passes into an aluminium alloy manifold and then the thermostat. Dependant on the position of the thermostat the coolant either returns to the pump directly or through the radiator. The thermostat, which opens at 87C (188F) is integral with its housing and should be replaced if found to be faulty.

The manifold incorporates outlets for heater system and also for the expansion tank. As the expansion tank take off is the highest point in the system, there is no need to bleed the cooling system when filling it.


Lubrication System

Next the lubrication system. Diagrammatically it looks like this. The pump, 3, draws oil from the sump, 1, via a strainer, 2, and delivers it to the thermostat, 5, via a pressure relief valve, 4.

If the oil is above 80C (176F) the thermostat directs it through the cooler, 6, before it enters the main gallery in the block, via the oil filter, 7.

Internal drillings in the block supply oil from the main gallery to the camshaft bearings, 10, and the crankshaft main bearings, 8. Squirt jets in the main bearing carriers provide oil for lubrication and cooling to the underside of the pistons, 9, whilst internal drillings in the crankshaft provide lubrication to the big end journals.

External pipes supply oil to each individual cylinder head, 11, for valve gear lubrication, to the turbocharger, 12, and to the vacuum pump, 13. With the exception of the turbocharger, oil returns to the sump through passages in the block. The turbocharger has its own return pipe to the sump.


Fuel System

A lift pump, No 2 in this diagram, draws fuel from the tank, 1, and pumps it through a filter, 3, to the injection pump, 4. The injection pump increases the fuel pressure and distributes it to the injectors, 5. Excess fuel from the injectors and injection pump returns to the fuel tank via the low pressure return line, shown here in red.

The lift pump is a diaphragm type, mechanically driven by the camshaft. It incorporates an external lever to enable it to be operated manually when priming or bleeding the system.

The fuel filter is a cartridge type and incorporates a plug for draining off any water which accumulates in the system.

Now let us look at how to service the system, we will start with the filter. Condensate water in the fuel accumulates in the filter. At specified intervals this is drained off by loosening the plug at its base, as shown on the right, until only fuel emerges when the plug should be tightened. You may come across a filter assembly which does not incorporate a plug, in which case you should remove the lower cover for this operation.
At 12,000 mile intervals, you will be required to change the filter.


Bleeding the Fuel System

When you change a filter, or any other component in the system, you will need to bleed air out of the system.

First of all, turn the engine so that the lift pump lever is on the back of its operating cam.
You will now be able to pump the fuel through the system using the hand priming lever. If you have changed the filter, then before you bleed the system, you should loosen the pipe at the injection pump and operate the lift pump until you have pumped 1 litre of fuel through the system. This removes any particles accumulated in the pipes. When you have done this, tighten the pipe again.

Now bleed the system. Slacken the bleed screw on the fuel filter head, then operate the lift pump. When fuel free from air bubbles emerges from the bleed screw, tighten it.
Take care when bleeding the system at this point. The bleed screw has a channel in it. When the fuel is air free it may emerge as a strong jet.

Continue to operate the pump and loosen the fuel inlet union on the injection pump. When the fuel is bubble free retighten the union.
Now hold the throttle in the fully open position for maximum delivery and crank the engine until it starts and runs on all cylinders. As soon as it is running on all cylinders, allow it to idle for a while.


Injection Pump Timing

Next we will look at checking the pump timing.
First of all remove No 1 cylinder rocker cover and turn the engine so that No 1 cylinder is at TDC firing stroke, that is with both inlet and exhaust rockers free.
Now fit timing tool 18G 1369 to the timing cover and align the TDC marks.

Remove the blanking screw and copper washer from the timing orifice on the pump and fit adaptor 18G 1376. Insert the dial test indicator into the adaptor, slightly preload the spindle and clamp it to the adaptor.

Turn the crankshaft anticlockwise to the 25 BTDC position. Now zero the dial gauge.
Slowly rotate the crankshaft clockwise until the TDC mark on the pulley aligns with the 2 mark on the tool. The dial test indicator should show a reading 0.5mm (0.020 in).
If it does not, then loosen the mounting nuts and turn the pump within its slots until a correct reading is achieved. When you have done this, torque tighten the pump mounting nuts, remove the special tools and refit the blanking plug and copper washer.


Injection Pump Replacement

Pump removal and replacement follows a similar procedure. Once you have fitted the timing tool 18G 1369, set the crankshaft to 25 BTDC No 1 cylinder. Remove the drive gear cover and drive gear nut, then fit tool 18G 1368 to preserve the pump drive gear timing.

Disconnect the injector pipes, fuel pipes, control cables and securing nuts.

Then screw in the centre bolt of tool 18G 1368 to push the pump out of its housing and drive gear.

When refitting the pump, first ensure that the engine has not moved from its 25 BTDC setting.


Turn the pump spindle anticlockwise against the spring pressure and release it allowing it to return unaided to the No. 1 delivery position. When viewed from the end, the woodruff key in the pump shaft should be at the eleven o'clock position. Coat the pump gasket and the pump securing studs with sealants recommended in the Repair Operation Manual.

Now fit the pump, positioning it so that the studs are in the centre of the slots.

Remove the special tool 18G 1368, fit and tighten the gear retaining nut.

Then fit the timing adaptor and dial test indicator and time the pump as described earlier.
Whenever you carry out the timing procedures make sure that you fit a copper washer to the sealing plug. This washer must be identical in thickness to the one removed. If it is not, the pump delivery pressure will be affected.


Diesel engine part one
Diesel engine part three
Diesel engine part four
Diesel engine part five

Torque Wrench Setttings of the Diesel engine

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