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


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

Engine Overhaul Dismantling Sequence

In the final webpage of this Diesel engine, we will look at the cylinder block, crankshaft and pistons.
With the cylinder head removed the remaining dismantling of the engine presents few problems. Having first removed the ancillaries such as the injection pump, lift pump and vacuum pump, your next step is to remove the crankshaft pulley and timing gear train.

Now remove the sump. Immediately noticeable is the different method of locating the main bearings. Remove the pistons and connecting rods, followed by the crankshaft rear thrust plate, then the flywheel housing complete with the main bearing carrier assembly. Note the 4 thrust washers.

If there is no roll pin in the flywheel housing, mark the rear main bearing housing relative to the flywheel housing to ensure correct refitment and alignment of oil ways.

Now mark the main bearing carriers respective to their locations.
Remove the oil gallery adaptors, then the 0 ring seal from the front of the crankshaft.

Fit tool 18G 1370 over the front gear, lubricate its external surfaces and ease the assembly rearwards until the main bearing carriers are clear of their housings.
You will need an assistant to help you with this operation.
Remove the main bearing carriers and then withdraw the crankshaft from the block.

The crankshaft bearings and oil galleries should be checked in the normal manner. The journals can be ground to the one undersize dimension for which 0.25mm (0.010 in) oversize bearings are available.

In the case of the front and rear one piece main bearings you will need tool 18G 1373 to pull out the old ones and to fit the new ones.
Next assemble the main bearing carriers, torque tightening the bolts to 5.5 kgf.m. (40 Ibf.ft.). Then check the internal bore using an inside micrometer or dial gauge to check for distortion. The bore should be within the range 67,670 - 66,687mm (2.662 - 2.663 in).

One further test should be carried out on the carriers to check that the piston cooling jet valve is functioning correctly. Apply a pressure of 1.5 - 2.0 kgf/cm2 (20 - 28 Ibf/in2) to the inlet side of the valve. It should open. Where you come across a faulty valve drift it out and fit a new one having first coated it with an approved compound.

Next the block.
This contains wet type liners which are removed when necessary using tool 18G 1371.

When replacing a liner you must fit the sealing rings in their correct positions. The top two rings seal the coolant and can be identified by their red colour. The bottom seal is black in colour.
It acts as an oil seal from the crankcase.

In between the bottom seal and lowest red seal is a further gallery which aligns with a hole in the block. If either seal has failed, it can be identified by the presence of either water or oil coming from the hole. This prevents water entering the sump and contaminating the oil. In either case of leakage the liner will have to be removed, and all the 0 rings replaced.

Once the circlips have been removed the pistons and connecting rods are easily dismantled by lightly heating the piston to remove the gudgeon pin. Check the connecting rods for misalignment and twist, replacing as necessary.


Finally a few points to observe during reassembly. The piston combustion chamber should be on the same side as the markings on the connecting rod. The rings should be positioned as shown here.

Insert the crankshaft into the block so that you can fit the main bearing carriers.
Then fit the main bearing shells and carriers to their respective journals making sure that they are the correct way round. Torque tighten the bolts.

Slide the completed crankshaft assembly into position and rotate each main carrier until the arrow is opposite the casting marks. This ensures that the oil jet valves are correctly positioned, and that the oil gallery adaptors will align.

Now fit the two inner thrust bearing halves and 0 ring seal to the rear main bearing carriers and fit it to the block. Place the flywheel housing into position and pull the rear carrier and housing home using the housing bolts.

Fit the remaining thrust bearings and the thrust plate. Then check the crankshaft end float. Adjust as necessary by fitting selective thrust washers.
It is important when reassembling the drive gear train to ensure that the gears are correctly positioned relative to each other. This ensures that timing between the crankshaft camshaft and injection pump is maintained. When correctly aligned the single dot on the gear should intermesh with the two dots on the gear which drives it.

When refitting the sump, use the two through bolts from the flywheel housing to align it first.
After this the remaining components can be refitted following procedures already described earlier on this website.

Diesel engine part one
Diesel engine part two
Diesel engine part three
Diesel engine part four

Torque Wrench Setttings of the Diesel engine



© rwp jan 2005