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JAG UA R - RJH-Heritage Switzerland

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1. and the engine is not running or when the engine is running at a speed insufficient to charge the battery The latter condition is not harmful but always switch off when the engine is not running Fuel Level Warning Light An amber warning light marked Fuel situated in the speedometer lights up intermittently when the fuel level in the tank becomes low When the fuel is almost exhausted the warning light operates con tinuously Flashing Indicator Warning Lights The warning lights are in the form of green arrows located on the facia panel situated behind the steering wheel When the flasher indicators are in operation one of the arrows lights up on the side selected Mixture Control Warning Light A red warning light situated above the mixture control on the facia panel behind the steering wheel serves to indicate if the mixture is in operation This warning light is illuminated immediately control lever is moved from off position To change the bulb accessible behind the facta panel pull bulb holder away from clip in attachment and unscrew bulb by turning anti clockwise For full instructions on the use of the mixture control see Starting and Driving page A16 Brake Fluid Level and Handbrake Warning Light A warning light marked Brake Fluid Hand brake situated on the facia behind the steering wheel serves to indicate if the level in either of the two brake fluid reservoirs ha
2. t i l 2 3 4 Page A 21 GENERAL INFORMATION RELATIVE VALUE OF MILLIMETRES AND INCHES Inches Inches Inches 0236 2 0079 2 9922 0630 20473 3 0315 1024 2 0866 3 0709 1417 2 1260 3 1103 1811 2 1654 3 1496 2205 2 2047 3 1890 2598 22441 3 2284 2992 2 2835 3 2677 3386 2 3228 3 3071 3780 2 3622 3 3465 4173 2 4016 3 3859 4567 2 4410 3 4252 4961 2 4803 3 4646 5354 2 5197 3 5040 5748 2 559 3 5433 6142 2 5984 3 5827 6536 2 6378 3 6221 6929 2 6772 3 6614 7323 2 7166 3 7008 TINT 2 7559 3 7402 8110 2 7953 3 7796 8504 2 8347 3 8189 8898 2 8740 3 8583 929 2 9134 3 8977 9685 2 9528 3 9370 dd sik i Dro RELATIVE VALUE OF INCHES AND MILLIMETRES coh UA CO AN O ND ON OO ON L2 AK in OPO wh OA I Og ON Page A 22 Printed in England by Buckler amp Webb Ltd Church Street Birmingham 3 SECTION ENGINE 38 E TYPE GRAND TOURING MODELS INDEX Air Cleaner Bottom Chain Tensioner Removal Refitting Camshafts Removal Refitting Overhaul Compression Pressures Connecting Rod and Bearings Removal Overhaul Refitting Big end bearing replacement Crankshaft Removal Overhaul Refitting Crankshaft Damper and Pulley Removal Overhaul Refitting Cylinder Block Overhaul Cylinder Head Removal Overhaul Refitting Data Page B 2 Page
3. 06 35 IO 25 4cw 268i Fig 67 The tie plate locating bar dimensions bars and remove from below ensuring that the locating bars do not lose their position REFITTING Refitting is the reverse ofthe removal procedure new exhaust manifold sealing rings should be fitted Note If the locating bars are accidently displaced and the torsion bar setting is lost the torsion height wil have to be reset as described in Section J Front Suspension Page B 67 Printed in England by Buckler amp Webb Ltd Church Street Birmingham 3
4. B 65 B 33 B 33 B 33 B 31 B 31 B 31 B 31 B 32 B 34 B 34 B 34 B 35 B 35 B 35 B 40 B 41 B 42 B 42 B 5 i N D E X continued Decarbonising and Grinding Valves Engine Removal and Refitting Engine To dismantle Engine To assemble Engine Mountings Engine Stabilizer Exhaust Manifolds Removal Refitting Flywheel Remoyal Overhaul Refitting Ignition Timing Inlet Manifold Removal Refitting Oil Filter Removal Refitting p Element replacement Oil Pump Removal Dismantling Overhaul Re assembling Refitting Page B 29 21 B 23 B 65 B 66 B 43 B 43 B 43 B 44 B 44 B 44 B 45 B 45 B 46 B 47 B 47 B 48 B 48 B 48 B 50 B 50 Page B 3 Page B 4 D E X continued Oil Sump Removal Refitting Pistons and Gudgeon Pins Removal Overhaul Refitting Routine Maintenance Sparking Plugs Service procedure ae Analysing service conditions Standard gap setting Tappets Tappet Guides and Adjusting Pads Removal of tappets and adjusting pads Overhaul m Timing Gear Removal Dismantling Overhaul Assembling Refitting Torsion Bar Reaction Tie Plate Removal Refitting Valves and Springs Removal Overhaul Valve clearance adjustment Refitting Valve Guides Replacement Valve Seat Inserts Replacement Valve Timing Page 50 50 21 B S B 53 14 B 53 B 53 B 55 B 55 B 55 B 57 B 57 B 57
5. Valve stem diameter Inlet and Exhaust Valve lift Valve clearance Inlet Exhaust Valve seat angle Inlet Exhaust Valve spring Free length Inner Outer Valve spring Fitted length Inner Outer Valve spring Fitted load Inner Outer Valve spring Solid length max Inner Outer Number of free coils Inner Outer Diameter of wire Inner Outer Valve Guide and Valve Seat Insert Valve guides Material Valve guide Length Inlet Exhaust Page B 12 13 4 002 44 45 mm 05 mm 14 4 002 41 27 mm 05 mm 0025 0035 7 95 mm 06 mm 09 mm yr Touring Racing 004 006 10 mm 15 mm 006 010 15 mm 25 mm 45 45 14h 42 mm 14 49 2 mm 30 96 mm L r 33 34 mm 30 33 Ibs 13 76 kg 48 375 lbs 21 94 kg 810 20 57 mm 680 22 35 mm 6 5 12 SWG 104 2 64 mm 10 SWG 128 3 25 mm Cast iron 143 46 04 mm Hi 49 21 mm Valve guide Inside diameter Inlet Exhaust Interference fit in head Valve seat inserts Material Inside diameter Inlet ENGINE 4e 0005 0015 7 94 mm 013 mm 038 mm is 0005 7 94 mm 01 mm 0005 to 0022 013 to 055 mm Cast iron centrifugally cast EEE 003 001 38 1 076 mm 025 mm Exhaust T 1 379 to 1 383 35 03 to 35 13 mm Interference shrink
6. 1399 Fig 43 Checking the piston ring gap Tapered Periphery Rings All engine units are fitted with tapered periphery piston rings in at least one position and these must be fitted the correct way up Fig 44 Showing the identification marks on the tapered peri phery compression rings The narrowest part of the ring must be fitted upper most to assist in identifying the narrowest face a letter or is marked on the side of the ring to be fitted uppermost The oil control ring is not tapered and can be fitted either way up REFITTING Pistons and connecting rods must be fitted to their respective cylinders piston and connecting rods are stamped with their cylinder number No I being at the rear and the same way round in the bore SPARKING SERVICE PROCEDURE To maintain peak sparking plug performance plugs should be inspected cleaned and re gapped at regular intervals of 2 500 miles Under certain fuel and operating conditions particularly extended slow speed town driving sparking plugs may have to be serviced at shorter intervals Disconnect the ignition cables from all sparking plugs Loosen the sparking plugs about two turns anti clockwise using the proper sized deep socket wrench Blow away the dirt from around the base of each plug Remove the sparking plugs and place them in a suitable holder preferably in the order they were in the engine ANALYSING SERVICE CONDITIONS E
7. Before refitting the cylinder head it is important to observe that if the camshafts are out of phase with piston position fouling may take place between the valves and pistons It is therefore essential to adhere to the following procedure before fitting the cylinder head Check that the keyways in the front flanges of the camshafts are vertical to the camshaft housing face and accurately position by engaging the valve timing gauge If it is found necessary to rotate one of the camshafts the other camshaft must either be removed or the bearing cap nuts slackened to their fullest extent to allow the valves to be released Turn No 6 front piston to the Top Dead Centre position with the distributor rotor arm opposite No 6 cylinder segment Fig 19 Do NOT rotate the engine or camshafts until the camshaft sprockets have been connected to the cam shafts Fit the cylinder head gasket taking care that the side marked is uppermost Fit the cylinder head complete with manifolds to the cylinder block Note that the second cylinder head stud from the front on the left hand side is a dowel stud Fit the sparking plug lead carrier to the 3rd and 6th stud from the front on the right hand side Fit plain washers to these and the two front stud positions Fit D washers to the remaining studs Tighten the fourteen large cylinder head dome nuts a part of a turn at time to a torque of 54 7 5 kgm in the order s
8. Bore out the stripped thread to 75 19 05 mm diameter and tap 1 B S P Counterbore 4 22 62 mm diameter to accom modate the larger diameter of the insert Fit the screwed insert ensuring that it sits firmly on the face at the bottom of the thread Drill and ream a 1 3 17 mm diameter hole 3 4 76 mm deep between the side of the insert and the cylinder head as shown Drive in the locking pin and ensure that the pin is below the surface To secure peen over the aluminium on the chamfered portion of the insert and also peen over the locking pin Fig 49 Setting the gap with the special tool TAPPETS TAPPET GUIDES AND ADJUSTING PADS The chilled cast iron tappets are of cylindrical form and run in guides made of austenitic iron which are shrunk into the cylinder head A steel pad for adjust ment of the valve clearance is sandwiched between the underside of the tappet and top of the valve stem The pads are available in a range of thicknesses rising in 001 025 mm steps from 085 to 110 2 16 to 2 79 mm and are etched on the surface with the letter A to Z each letter indicating an increase in size of 001 025 mm Page B 61 REMOVAL OF TAPPETS AND ADJUSTING PADS Remove the camshafts as described on page B 33 The tappets can now be withdrawn with a suction valve grinding tool Page B 55 ENGINE Remove the adjusting pads If valve clearance adjustment is not being car
9. Slowly rotate the distributor body until the points are just breaking Tighten the distributor plate pinch bolt A maximum of six clicks on the vernier adjustment from this setting to either advance or retard is allowed Fit the vacuum advance pipe from the distributor to the union on the front carburetter Fit the distributor cover aud secure with the two spring clips Fit the sparking plugs with new washers and attach high tension leads Fig 19 View of the engine showing the firing order and cylinder numbers Page B 28 HIGH TENSION LEAD RENEWAL If it is necessary to renew the high tension leads the following procedure should be followed Remove the plug terminals and withdraw the leads from the conduit Remove the distributor cap terminals and the five spacing washers Cut the new high tension leads to suitable length Fit the leads to the conduit No 1 lead emerges from the rear of the conduit and the other leads from holes along the conduit Fit the plug terminals Fit the two thick fibre washers arranging the Jeads in firing order that is 1 5 3 6 2 4 in an anti clock wise order as the leads will enter the distributor cap Fit the three thin fibre spacers and place them equally along the leads Fit the distributor cap terminals FIT CAMSHAFT COVERS Fit each camshaft cover to the cylinder head using a new gasket Fit the eleven copper washers and dome ENGINE nuts to the cover retaining
10. When starting from cold the rnixture control should be moved to the fully rich COLD position Switch on the ignition and press the starter button but do not touch the accelerator Release the starter button as soon as the engine fires this is important If for any reason the engine does not start do not operate the starter button again until both the engine and the starter motor have come to rest As soon as the engine speed increases slide the control progressively to the intermediate position Drive off at a moderate speed progressively sliding the mixture control to the RUN position until the knob is at the bottom of the slide and the red warning light is extinguished Always return the control to RUN position as soon as possible Unnecessary use of the mixture control will result in reduced engine life Starting in Moderate Temperature In warm weather or if the engine is not absolutely cold it is usually possible to start the engine with the mixture control in one of the intermediate HOT positions Do not touch the accelerator pedal Starting When Hot Do not use the mixture control If the engine does not start immediately slightly depress the accelerator pedal when making the next attempt Warming Up Do not operate the engine at a fast speed when first started but allow time for the engine to warm up and the oil to circulate A thermostat is incorporated in the cooling system to assist rapid wa
11. B 57 B 58 B 66 B 67 B 60 B 60 B 6l B 61 B 62 B 62 B 63 ENGINE ENGINE All E Type models have the twin overhead camshaft XK type engine fitted with the S type cylinder head with straight ports and 2 lift camshafts Engine Number Colour of Compression Ratio Prefix Cylinder Head Compression ratios of 8 to 1 and 9 to I are specified for the E Type engine the differences in compression ratio being obtained by varying the crown design of the piston The compression ratio of an engine is indicated by 8 9 following the engine number DATA Camshaft Number of journals 2 r 5 av se Four per shaft Journal diameter 5 Ls iu ijs S zs 1 00 0005 001 25 4 mm 013 mm 025 Thrust taken T ET i V it is Front end Number of bearings ss Four per shaft eight half bearings Type of bearing a s en White metal steel backed shell Diameter clearance p m p 0005 to 002 013 to 05 mm Permissible end float T t m T 0045 to 008 11 to 20 mm Tightening torque Bearing cap nuts i gu 77 nag 15 lbs ft 175 lbs ins 2 0 kg m Connecting Rod Length centre to centre T T i 2 72 19 68 cm Big end Bearing type 25 a 2 zi ba Lead bronze steel backed shell Page B 5 ENGINE Bore for big end bearing Big end Width Big end Diameter clearance Big end side clearance Bore for small end bush Small end bush Type S
12. Remove the green blue cable from the water temperature transmitter Remove the white black cable from the distributor to the C B coil terminal and the white cable from the S W coil terminal Disconnect the battery cable and the solenoid switch cable from the starter motor Remove the bolt from the oil filter canister and remove the canister together with the filter from below ensuring that the rubber sealing ring is re newed when refitting Remove the lower crankshaft pulley complete with the crankshaft damper and drive belt Remove the ignition timing pointer from the sump Mark the pulley and the damper to facilitate refitting Remove the upper clip from the water pump hose Remove the white and brown cable from the oil pressure element Remove the revolution counter generator complete with cables Disconnect the brown yellow cable from the D terminal on the dynamo and the brown green cable from the F terminal Remove the four nuts and washers securing each downpipe to the exhaust manifold unclip the down pipes at the silencer assembly and withdraw the pipes Collect the sealing rings between the exhaust mani folds and the downpipes Remove the seats radio if fitted and the ash tray Remove the three setscrews securing the propeller shaft tunnel cover to the body Apply the handbrake and remove the gear lever knob Slide the propeller shaft tunnel cover over the hand brake and gear levers Withdraw
13. Timing cover Setscrew Copper washer Plug Dowel Dowel Stud Dowel stud Cover Ring dowel Setscrew Bolt Banjo bolt Copper washer Sealing ring Gauze filter Drain tap Copper washer Fibre washer Mounting bracket Crankshaft Plug Bush Thrust washer Main bearing Main bearing Crankshaft damper Cone Distance piece Oil thrower Sprocket Gear Key Pulley Bolt Locking washer Bolt Washer Tab washer 42 43 45 46 47 48 49 50 51 52 53 54 39 56 9d 58 59 60 6l 62 63 63 66 67 68 69 70 1 72 73 14 79 76 T 78 79 80 81 ENGINE Connecting rod Bearings Flywheel Dowel Dowel Setscrew Locking plate Piston Compression ring Compression ring Scraper ring Gudgeon pin Circlip Oil sump Gasket Seal Cork seal Baffle plate Stud Filter basket Adaptor Gasket Stud Hose Clip Dipstick Pointer Bracket Bracket Engine mounting Plate Link Bush Stepped washer Stepped washer Rubber mounting Bracket Bracket Support bracket Rubber mounting Page B 37 8 gd 2824 Fig 27 Exploded view of the cylinder head assembly JNION3 da A 9 UJ C9 L9 CO LO wD CO UO bo fb ho a NISSRIKURUNESYENREENNNNESSSOFSRET OP Cylinder head Stud Ring dowel D washer Plug Copper washer Valve guide Valve insert Tappet guide Gasket Stud Stud Stud Stud Stud Stud Inlet va
14. gt This operation requires the use of a special tool to c enable the adjuster plate to be rotated To gain access G to the adjuster plate remove the breather housing attached to the front face of the cylinder head Slacken the locknut securing the serrated adjuster plate Tension the chain by pressing the locking plunger inwards and rotating the adjuster plate in an anti clockwise direction When correctly tensioned there should be slight flexibility on both outer sides of the chain below the camshaft sprockets that is the chain must not be dead tight Release locking plunger and securely tighten locknut Refit the breather housing EVERY 10 000 MILES 16 000 KM Fig 8 The air clecner Air Cleaner frequently in dusty territories To gain access to the The air cleaner is of the paper element type and is element release the three spring clips retaining top situated in the engine compartment on the right hand cover to base Remove two wing nuts attaching side adjacent to the carburetters cleaner to air box and lift out element and cover No maintenance is necessary but the element should Remove serrated nut and retainer plate from base of be renewed every 10 000 miles 16 000 km or more unit and withdraw element FUEL REQUIREMENTS FOR 9 TO 1 and 8 TO 1 COMPRESSION RATIO ENGINES If the engine of your car is fitted with 9 to I compression ratio pistons indicated by 9 after the engine number use only Super grade fuel with a
15. locking mechanism until the adjuster has been finally mounted in the engine WITH THE TIMING CHAIN IN POSITION Remove the hexagon head plug and tab washer from the end of the body Insert the Allen key into the hole until it registers in the end of the retraint cylinder Turn the key clockwise until the tensioner head moves forward under spring pressure against the chain Do not attempt to turn the key anti clockwise nor force the tensioner head into the chain by external pressure Refit the plug and secure with the tab washer FIT TIMING COVER Fit the circular oil seal to the recess in the bottom face of timing cover ensuring that seal is well bedded in its groove Fit the timing cover gasket with good quality jointing compound and secure the timing cover to the front face of the cylinder block with securing bolts FIT OIL SUMP Fit a new sump gasket to the bottom face of the crankcase Fit the cork seal to the recess in the rear main bearing cap Fit the sump to the crankcase and secure with the twenty six set screws four nuts and washers Note The short setscrew must be fitted to the right hand front corner of the sump Fig 39 FIT FLYWHEEL AND CLUTCH Turn the engine upright Check that the crankshaft flange and the holes for the flywheel bolts and dowels are free from burrs Turn the engine until Nos 1 and 6 pistons are on T D C and fit the flywheel to the crankshaft flange so that the B stamped on the edge
16. that 1s the flywheel end OVERHAUL Valves Examine the valves for pitting burning or distortion and reface or renew the valves as necessary Also reface the valve seats in the cylinder head and grind the valves to their seats using a suction valve tool When refacing the valves or seat inserts do not remove more metal than is necessary to clean up the facings The valve seat angles are as follows inlet and exhaust 45 Renew valves where the stem wear exceeds 003 08 mm The clearance of the valve stem in the guide when new is 001 to 004 025 to 10 mm Valve Springs Test the valve springs for pressure either by com parison with the figures given in the Valve Spring Data or by comparison with a new valve spring To test against a new valve spring insert both valve springs to end between the jaws of a vice or under a press with a flat metal plate interposed between the two springs Apply a load to compress the springs partly and measure their comparative lengths When fitting valve springs to the cylinder head compress the springs using Churchill tool No J 6118 VALVE CLEARANCE ADJUSTMENT When checking the valve clearances the camshafts must be fitted one at a time as if one camshaft is rotated when the other camshaft is in position fouling is likely to take place between the inlet and exhaust valves Obtain and record all valve clearances by using a feeler gauge between the back of each cam and
17. to either advance or retard is allowed Static Ignition Timing 8 to I compression ratio 9 Bede DG 9 to 1 compression ratio 10 B T D C ENGINE MM y UD A Fig 32 Showing the timing scale marked on the crankshaft damper The scale is marked in crankshaft degrees from 0 top dead centre to 10 advance before top dead centre THE INLET MANIFOLD The inlet manifold is in three separate aluminium castings each feeding two cylinders They are water heated by the coolant from the cylinder head through cast in passages water outlet pipe attached to the inlet manifold houses the thermostat and has the top water hose and by pass hose connected at the front end REMOV AL Drain the radiator Remove the carburetters as described in Section C Carburetters and Fuel System Slacken the clips and disconnect the top water hose and by pass hoses from the inlet manifold water outlet pipe Disconnect the cable to the temperature gauge indicator unit Disconnect the heater hose from the connection at the rear of the manifold Disconnect the servo pipe from the connection at the rear of the manifold Disconnect the accelerator shaft from the ball joint on the throttle spindle Remove the setscrews from the backing plate and bush carrying plate Ensure that push in cage nuts do not fall out of the bulkhead Turn the throttle spindle to the fully open position and remove the short spind
18. 1 23 3 0 2 4 No 1 cylinder being at the rear of the engine Page B 8 Gudgeon Pin Type Length Inside diameter Outside diameter Lubricating System Oil pressure hot Oil pump Type Clearance at end of lobes End clearance Clearance between outer rotor and body Piston and Piston Rings Make Type Piston Skirt clearance measured at bottom of skirt at 90 to gudgeon pin axis Gudgeon pin bore Compression height 8 I compression ratio 9 1 compression ratio ENGINE Fully floating 2 840 to 2 845 72 14 to 72 26 mm 15 87 8750 to 18752 22 22 to 22 23 mm 40 Ibs per sq in at 3 000 r p m Eccentric rotor 006 maximum 15 mm 0025 maximum 06 mm 010 maximum 25 mm Brico Semi split skirt 0011 to 0017 028 to 043 mm 8749 to 8751 2 223 to 2 227 mm 2 069 to 2 064 52 42 to 52 55 mm 2 247 to 2 242 56 94 to 57 07 mm Page B 9 ENGINE Piston rings Number Compression Oil control Piston rings Width Compression Oil Control Piston rings Thickness Compression Oil control Piston rings Side clearance in groove Compression Oil Control Piston rings Gap when fitted to cylinder bore Compression Oil control Sparking Plugs Make Type 8 compression ratio 9 compression ratio Gap N 3 for racing Tappets and Tappet Guides Tappet Material Outside
19. 2 Ream the valve guide bore in the cylinder head to a diameter of gr 0005 0002 012 mm P 005 mm 12 83 mm 3 Heat the cylinder head by immersing in boiling water for 30 minutes 4 Coat the valve guide with graphite grease and press in or drive in with a piloted drift from the combustion chamber end The correct fitted position for both inlet and exhaust guides is with the top of the guide chamfered end 8 mm above the spot facing for the valve spring seat See Fig 57 Fig 57 Showing the fitted position of the valve guide THE VALVE SEAT INSERTS The valve seat inserts are centrifugally cast iron and are shrunk into the cylinder head REPLACEMENT If it 1s found necessary to replace the valve seat inserts they must be fitted in accordance with the following instructions and only genuine factory replacement parts used 1 Remove the old valve seat insert by boring out until the insert collapses Take care not to damage the recess for insert 1n the cylinder head 2 Carefully measure diameter of insert recess in cylinder head at room temperature 68 F 20 3 Grind down outside of insert to a diameter of 003 08 mm larger than recess dimension that is to give an interference fit of 003 08 mm 4 Heat the cylinder head in an oven for one hour from cold at a temperature of 300 F 150 5 Fit insert ensuring that it beds evenly in its r
20. 2 36 094 2 39 K 095 2 41 L 096 2 44 M 097 2 46 N 098 2 49 O 099 2 51 P 100 2 54 Q 101 2 56 R 102 2 59 S 103 2 62 T 104 2 64 U 105 2 67 V 106 2 69 W 107 2 72 X 108 2 74 MN 109 271 Z 110 2 79 When fitting the camshafts prior to fitting the cylinder head to the engine it is most important that the keyway in the front bearing flange of each camshaft is perpendicular at 90 to the adjacent camshaft cover face before tightening down the camshaft bearing cap nuts Tighten the camshaft bearing cap nuts to a torque of 15 Ib ft 2 0 kgm REFITTING Before attempting to refit the cylinder head refer to the instructions given on page B 42 Page B 61 ENGINE THE VALVE GUIDES The valve guides are of cast iron and are chamfered at the upper ends The outside diameter of the guide is reduced at the upper end to provide a lead in when fitting the guide to the cylinder head The inlet and exhaust guides are of different lengths the inlet being the shorter of the two REPLACEMENT Examine the valve guides for evidence of wear in the bore The clearance between the valve stem and the guide when new is 001 to 004 025 to 10 mm If it is found necessary to replace worn valve guides they must be fitted in accordance with the following instructions and only genuine factory replacement parts used 1 Press out or drive out with a piloted drift the old valve guide from the top of the cylinder head
21. 57 ENGINE Timing gear front mounting bracket Timing gear rear mounting bracket Idler sprocket 10 Eccentric shaft 11 Plug 12 Adjustment plate 3 Plunger pin 14 Spring 15 Intermediate sprocket of top timing chain 16 Intermediate sprocket of lower timing chain 1 Camshaft sprocket 2 Adjusting plate 3 Circlip 4 Guide pin 5 Star washer 6 Circlip T 8 9 17 Key 18 Shaft 19 Circlip 20 Top timing chain 21 Damper for top timing chain left hand 22 Damper for top timing chain right hand 23 Distance piece 24 Intermediate damper 25 Bottom timing chain 26 Vibration damper 27 Hydraulic chain tensioner Shim 29 Filter gauze 30 Front timing cover 31 Gasket 32 Oil seal Fig 53 Exploded view of the timing gear Fit the serrated plate and secure with the shakeproof washer and nut Fit the idler sprocket 21 teeth to the eccentric shaft Fit the two intermediate sprockets 20 and 28 teeth to their shaft with the larger sprocket forward and press the shaft through lower central hole in rear mounting bracket Secure with the circlip at the rear of bracket Fit the top timing chain longer chain to the small intermediate sprocket and the bottom timing chain shorter chain to the large intermediate sprocket Loop the upper timing chain under the idler sprocket and offer up the front mounting bracket to the rear mounting bracket with the two chain dampers inter posed betwe
22. 57 until the chain tensioner is accessible Remove the bottom plug which provides access to the hexagonal hole in the end of the restraint cylinder Insert an Allen key 125 A F into this and turn the key in a clockwise direction until the slipper head remains in the retracted position Remove the securing bolts and detach the adjuster A conical filter is fitted in the oil feed hole in the cylinder block and this should be removed and cleaned in petrol REFITTING Fit the conical filter to the oil feed hole in the cylin der block Fit shims as necessary between the backing plate and cylinder block so that the timing chain runs centrally along the rubber slipper Fit the tab washer and two securing bolts Tighten the bolts and tap the tab washers against the bolt heads It is important that no attempt is made to release the Jocking mechanism until the adjuster has been finally mounted in the engine WITH THE TIMING CHAIN IN POSITION Remove the hexagon head plug and tab washer from the end of the body Insert the Allen key into Fig 54 Exploded view of the bottom timing chain tensioner Page B 59 ENGINE the hole until it registers in the end of the restraint cylinder Turn the key clockwise until the tensioner head moves forward under spring pressure against the chain Do not attempt to turn the key anti clockwise nor force the tensioner head into the chain by external pressure Refit the plug and secure with th
23. Lubricate propeller shaft splines early cars Lubricate carburetter hydraulic piston dampers Lubricate rear half shaft universal joints Lubricate distributor and check contact points Clean adjust and test sparking plugs Check clutch free travel and adjust if necessary Check handbrake adjustment early cars only Check carburetter slow running Change over road wheels Every 5 000 miles 8 000 km Carry out 2 500 miles service Clean carburetter filters Clean fuel line filter Lubricate door hinges Check dynamo belt and adjust if necessary Renew oil filter element Exainine brake friction pads for wear Clear drain holes in bottoms of doors Adjust top timing chain if required Check front wheel alignment Lubricate rear suspension wishbone pivot bearings Carry out oil can lubrication of a seat runners and adjusting mechanism b handbrake lever ratchet c door locks d boot hinges and lock e bonnet hinges and catches f windscreen wiper arms g accelerator linkage h fuel filler cover hinge i handbrake cable compensator j brake pedal bearing k carburetter linkage Lubricate generator end bush later cars only Every 10 000 miles 16 000 km Carry out the 2 500 miles and 5 000 miles service Diain and refill gearbox Drain and refill rear axle Lubricate wheel hub bearings Check and tighten all chassis and body nuts screws and bolts Renew air cleaner element Check wheel bearing
24. Showing the location of the Top Dead Centre marks on the left hand side of the combined engine and transmission unit Page B 64 Finally recheck the timing chain tension and valve timing in this order Secure the four setscrews for camshaft sprockets with new locking wire INLET OPENS INLET 252 EXHAUST OPENS 1730 Fig 62 The valve timing diagram EV oppfat AF vor pP 0 a7 tH bh dU au 57 Ur debui AS a BF ENGINE ENGINE MOUNTINGS The engine is supported at the front on two rubber mountings which are attached to brackets on the front subframe The rear is supported on two rubber mountings between the gearbox rear cover and a mounting plate attached to the body underframe FRONT ENGINE MOUNTINGS Removal Either place a sling around the front of the engine or attach a lifting plate to the cylinder head as described in Engine Removal Page B 19 Unscrew the large set bolt and remove the spring washer plain washer and bolt securing the front engine mounting bracket to the mounting rubber Repeat for the other side Raise the engine so that the front mounting brackets are just clear of the mounting rubbers Remove the two bolts and self locking nuts securing the front engine mounting to the support bracket on the front subframe Repeat for the other side Refitting Refitting is the reverse of the removal procedure REAR ENGINE MOUNTINGS Removal Remove the eight nuts and spring washer
25. about half an inch 12 mm midway between the water pump and dynamo pulleys Adjustment is effected by slackening the three dynamo mounting bolts moving the dynamo until the correct tension is obtained and tightening the bolts Do not overtighten the belt or this will cause undue wear of the belt and the water pump and dynamo bearings Slackness of the belt may cause slippage with the possible result of a squealing noise from the belt and a reduced charging rate from the dynamo Page B 16 Fig 7 To adjust the fan belt tension slacken the three dynamo mounting bolts and move the dvnamo to the desired position Later Cars Dynamo and Water Pump Belt Replacement The dynamo and water pump belt is kept at the correct tension by means of a spring loaded jockey pulley on the right hand side of the engine H the belt has to be replaced carry out the following procedure Slacken the two bolts securing the dvnamo to the mounting bracket Remove the nut and unscrew the bolt securing the top dynamo link to the dynamo Slacken the bolt securing the dynamo link to the engine and press the dynamo as far as possible towards the engine Place the new belt in position on the water pump jockey and crankshaft puileys and by pressing the jockey pulley towards the engine pass the belt over the dynamo pulley Pass the dynamo securing top bolt through the link and screw into the iug of the dynamo Puil the dynamo away from the
26. and tighten to a torque of 37 Ib ft 5 1 kgm Secure nut with split pins FIT CRANKSHAFT GEAR AND SPROCKET Fit the Woodruff key to the inner slot and tap the distributor crankshaft gear into position with the widest part of the boss to the rear see Fig 25 Fit the Woodruff key to the outer slot and tap the crankshaft timing gear sprocket into position Fit the oil thrower and distance piece Turn the engine until Nos I and 6 pistons are on 24 FIT DISTRIBUTOR AND OIL PUMP DRIVE GEAR Ensure that the Woodruff key on the distributor drive shaft is in good condition and renew if necessary Place the drive shaft into position with the offset slot in the top of the shaft as shown in Fig 16 Withdraw the shaft slightly maintaining the same slot position and place the thrust washer and drive gear on the end of the shaft Press the shaft into the drive gear ensuring that the key engages the keyway correctly Fit the pegged tab washer with the peg tn the keyway of the drive gear Fully tighten the nut and secure with the tab washer Check the end float of the shaft which should be 004 to 006 10 to 15 mm If no clearance exists fit a new oil pump distributor drive gear which will restore the clearance In an emergency if a new drive gear is not available the thrust washer may be reduced in thickness by rubbing down on a piece of emery cloth placed on a surface plate Fig 16 Showing the
27. diameter Page B 10 0 777 to 0787 1 97 to 2 00 mm 4155 19 156 3 94 to 3 96 mm 124 to 130 3 15 to 3 30 mm 119 t 127 3 02 to 3 23 mm 001 to 003 02 to 07 mm 001 to 003 02 to 07 mm 015 to 020 38 to 51 mm O11 to 016 28 to 41 mm Champion UNI2Y UNI2Y 025 64 mm Cast iron chilled 1 3738 to 1 3742 34 89 to 34 90 mm Diameter clearance Tappet guide Material lnside diameter before reaming Reaming size when fitted to cylinder head Interference shrink fit in head Timing Chains and Sprockets Type Pitch Number of pitches Top chain Bottom chain Crankshaft sprocket Teeth Intermediate sprocket outer Teeth Intermediate sprocket inner Teeth Camshaft sprocket Teeth Idler Sprocket Valve Timing Inlet valve opens Inlet valve closes Exhaust valve opens Exhaust valve closes Valves and Valve Springs Valves Material Inlet Exhaust ENGINE 0008 to 0019 02 to 048 mm Austenitic iron 1 353 to 1 357 34 37 to 34 48 mm 1 375 0007 0000 34 925 018 mm 000 003 07 mm Duplex 9 5 mm 100 82 21 28 20 30 21 FBTDE 57 A B D C 57 B B D C 15 A T D C with valve clearances set at 010 25 mm Silicon chrome steel Austenitic steel Page B 11 ENGINE Valve head diameter Inlet Exhaust
28. fitting ream tappet guide bore to a diameter 14 0007 F 018 mm Of t 0000 34 925 2000 mm Note is essential that when reamed the tappet guide bore is concentric with the bore of the valve guide Page B 56 7 O05 I5 OG ab Iz MM Fig 50 Fitting dimensions for sparking plug inserts Fig 51 Showing the tappet and adjustment pad ENGINE THE TIMING GEAR The camshafts are driven by Duplex endless roller chains in two stages The first stage or bottom timing chain drives the larger wheel of a double intermediate sprocket the second stage or top timing chain passes round the smaller wheel of the intermediate sprocket both camshaft sprockets and is looped below an idler sprocket The idler sprocket has an eccentric shaft for top timing chain tension adjustment and the bottom chain is automatically tensioned by an hydraulic tensioner bolted to the cylinder block Nylon or rubber vibration dampers are located at convenient points around the chains Fig 52 The timing gear arrangement REMOVAL Remove the cylinder head as described on page B 4l Remove the radiator cowl header tank and cooling fan as described in Section D Cooling System Remove the damper as described on page B 35 Withdraw the split cone Remove the sump as described on page B 50 Unscrew the set bolts and nuts and remove the water pump from the timing cover Note the gasket between the pump and th
29. from each of the cam shaft sprockets rotate the engine until the two remaining setscrews are accessible and remove these two screws Do NOT rotate the engine or the camshafts after having disconnected the sprockets The two camshaft sprockets may now be slid up the support brackets Slacken the fourteen cylinder head dome nuts a part of a turn at a time in the order shown Fig 18 until the nuts become free Remove the six nuts securing the front of the cylinder head Lift off the cylinder head complete with inlet manifolds Remove and scrap the cylinder head gasket OVERHAUL As the cylinder head is of aluminium alloy great care should be exercised when carrying out overhaul work not to damage or score the machined surfaces When removing carbon do not use scrapers or sharply pointed tools use worn emery cloth and paraffin only Check the bottom face of the cylinder head for truth Remove all traces of carbon and deposits from the combustion chambers and the inlet and exhaust ports and regrind the valve and seats if necessary as described under Decarbonising and Grinding Valves on page B 29 If it is required to replace the valve guides valve seat inserts or tappet guides only the special replace ment parts must be used The replacement parts must be shrunk into the cylinder head 1n accordance with Page B 42 the instructions given under the appropriate headings in this section REFITTING Fit Cylinder Head
30. head Slacken the clip and umm jm jt CM ON tA R CA 0E Oil filter complete 13 Balance valve Canister 14 Washer Spring 15 Relief valve Washer l6 Spring Felt washer 17 Spider and pin Pressure plate 18 Adaptor Bolt 19 Washer Washer 20 Drain plug Spring clip 21 Washer Element 22 Gasket Sealing ring 23 Hose Filter head 24 Clip Exploded view of oil filter remove the rubber hose from below the filter head Detach the oil filter assembly from the side face of the cylinder block by removing the four bolts and with draw the assembly from beneath the car Collect the gasket fitted between the filter head and the cylinder block REFITTING THE OIL FILTER Refitting is the reverse of the removal procedure but a new gasket must be fitted between the oil filter head and the cylinder block ELEMENT REPLACEMENT It is most important to renew the oil filter element at the recommended periods as after this mileage it will have become choked with impurities ENGINE To guard against the possibility of the filter being neglected to the extent where the element becomes completely choked a balance valve is incorporated in the filter head which allows unfiltered oil to by pass the element and reach the bearings This will be accom panied by a drop in the normal oil pressure of some 10 Ibs per sq in and if this occurs the filter element should be renewed as soon as possible The oil filter is situated at
31. perpendicular at 90 to the adjacent camshaft cover face using valve timing gauge before tightening down the camshaft bearing cap nuts Tighten the camshaft bearing cap nuts to a torque of 15 Ib ft 2 0 kgm REFIT CYLINDER HEAD Before attempting to refit the cylinder head refer to the instructions given on page B 42 Woon BLOCKS ae da 33mm n i i J 254 1 25 57 96 5 32 TE 152mm ith mm Fig 20 Combustion chamber blocks for valve removal Page B 30 ENGINE COMPRESSION PRESSURES The compression pressures for all the six cylinders should be even and should approximate to the figures given below If one or more compressions are weak it will most probably be due to poor valve seatings when the cvlinder head must be removed and the valves and valve seats refaced and reground COMPRESSION PRESSURES 8 to I compression ratio 155 Ibs per sq in 10 90 kg cm 9 to compression ratio 180 Ibs per sq in 12 65 kg cm Pressures must be taken with all the sparking plugs removed carburetter throttles wide open and the engine at its normal operating temperature 70 C approximately Note When taking compression pressures ensure that the ignition switch is off rotate the engine by operating the push button on the starter solenoid THE CONNECTING ROD AND BEARINGS Ihe connecting rods are steel stampings and are provided with
32. position of the distributor drive shaft offset when No 6 front piston is on Top Dead Centre FIT OIL PUMP AND PIPES Fit the coupling shaft between the squared end of the distributor drive shaft and the driving gear of the oil pump Secure the oil pump to the front main bearing cap by the three dowel bolts and tab washers Check that there is appreciable end float of the short coupling shaft Fit the oil delivery pipe from the oil pump to the bottom face of the crankcase with a new ring and gasket Fit the suction pipe with a new O ring at the oil pump end TO ASSEMBLE TIMING GEAR Fit the eccentric shaft to the hole in front mounting bracket Insert the spring and locking plunger for the serrated plate to the hole in the front mounting bracket Fit the serrated plate and secure with the shakeproof washer and nut Fit the idler sprocket 21 teeth to the eccentric shaft Fit the two intermediate sprockets 20 and 28 teeth to their shaft with the larger sprocket forward and press the shaft through lower central hole in rear mounting bracket Secure with the circlip at the rear of the bracket Fit the top timing chain longer chain to the small intermediate sprocket and the bottom timing chain shorter chain to the large intermediate sprocket Loop upper timing chain under the idler sprocket and offer up the front mounting bracket to the rear mounting bracket with the two chain dampers inter posed between the brackets F
33. precision shell big end bearings and steel backed phosphor bronze small end bushes A longitudinal driling through the connecting rod provides an oil feed from the big end to the small end bush REMOVAL As the pistons will not pass the crankshaft it will be necessary to withdraw the pistons and connecting rods from the top Proceed as follows Remove Cylinder Head Remove the cylinder head as described on page 41 Remove Sump Remove the sump as described on page B 50 Remove Piston and Connecting Rod Remove the split pins from the connecting rod bolt nuts and unscrew the nuts Remove the connecting rod cap noting that the corresponding cylinder numbers on the connecting rod and cap are on the same side Remove the connecting rod bolts and withdraw the piston and connecting rod from the top of the cylinder block OVERHAUL If connecting rods have been in use for a very high mileage or if bearing failure has been experienced it is desirable to renew the rod s owing to the possi bility of fatigue The connecting rods fitted to an engine should not vary one with another by more than 2 drams 3 5 grammes The alignment should be checked on an approved connecting rod alignment jig Correct any misalignment as necessary The big end bearings are of the precision shell type and under no circumstances should they be hand scraped or the bearing caps filed The small ends are fitted with steel backed phosphor bronze bush
34. the head lamps are on main beam moving the lever will switch the dipped beam on and main beam off They will remain so until the switch lever is reversed GENERAL INFORMATION Gear Lever Centrally situated and with the gear positions indicated on the control knob To engage reverse gear first press the gear lever against the spring pressure before pushing the lever forward Always engage neutral and release the clutch when the car is at rest 2 4 Fig 4 The gear positions Handbrake Lever Positioned centrally between seats The handbrake operates mechanically on the rear wheels only and is provided for parking driving away on a hill and when at a standstill in traffic To apply the brake pull the lever upward and the trigger will automatically engage with the ratchet The handbrake is released by pressing in the knob and pushing the lever downward Seat Adjustment Both front seats are adjustable for reach Push the lock bar situated beside the inside runner towards the inside of the car and slide into the required position Release the lock bar and slide until the mechanism engages with a click Page A 9 GENERAL INFORMATION Steering Wheel Adjustment Rotate the knurled ring at the base of the steering wheel hub in an anti clockwise direction when the steering wheel may be slid into the desired position Turn the knurled ring clockwise to lock the steering wheel Fig 5 Steering wheel adjustment
35. thrust washers are supplied in two thicknesses standard and 004 10 mm oversize and should be selected to bring the end float within permissible limits The oversize thrust washers are stamped 004 10 mm on the steel face Fit the main bearing caps with the numbers stamped on the caps with the corresponding numbers stamped on the bottom face of the crankcase Fit the main bearing cap bolts and tab washers and tighten to a torque of 83 Ib ft 11 5 kgm Test the crankshaft for free rotation The tab washers for the rear main bearing bolts are longer than the remainder and the plain ends should be tapped down around the bolt hole bosses Page B 23 ENGINE Fig 15 Showing the corresponding numbers marked on the main bearing cap and the crankcase FIT PISTONS AND CONNECTING RODS Turn the engine on its side Remove the connecting rod caps and fit the pistons and connecting rods to their respective bores from the top of the cylinder block using a suitable piston ring compressor The cylinder number is stamped on the connecting rod and cap No 1 cylinder being at rear Note Semi split skirt pistons MUST be fitted with the split opposite the thrust side that is with the split on the left hand or exhaust side of the engine To facilitate correct fitting the piston crowns are marked Front Fit the connecting rod caps to the connecting rods with the corresponding numbers together Fit the castellated nuts
36. 042 063 to 106 mm 2 086 0006 000 52 98 mm 015 mm 13 0007 0002 30 16 mm 4 018 mm 006 010 020 030 and 040 25 51 76 and 1 02 mm 040 1 02 mm 83 Ibs ft 1 000 Ibs ins 11 5 kg m Brivadium dry liners Page B 7 ENGINE Cylinder bores Nominal m T 87 mm 4 0127 mm 3 4252 0005 0064 mm 00025 Maximum rebore size p ER s is 4 030 76 mm Bore size for fitting liners is 3 561 to 3 562 9045 mm ta 90 47 Outside diameter of liner is 3 563 to 3 566 90 50 to 90 58 mm Interference fit 4 s N m M 001 to 005 025 to 125 mm Overall length of liner ii e ps T jn 64 17 7 em Outside diameter of lead in 2 T 3 558 to 3 560 90 37 to 90 42 mm Size of bore honed after assembly in cylinder block Nominal n i is ii T 87 mm 3 4252 Main line bore for main bearings a af 2 9165 0005 0000 74 08 013 mm 000 mm Cylinder Head is Straight Port Gold Top Material 2 zx yi s Aluminium Alloy Valve seat angle Inlet 45 Exhaust pr 45 Valve throat diameter Inlet NN 14 38 Exhaust T is sr 14 349 mm Tightening torque Cylinder head nuts 54 Ibs ft 650 Ibs ins 7 5 kg m Firing order i F s E
37. 18 46 mm that is 344 minus 326 8 74 minus 8 28 mm c After assembling the cylinder head check and adjust the valve clearances in the normal manner VALVE TIMING Turn the engine so that No 6 front piston is exactly in the T D C position on compression stroke firing position that 1s with the distributor rotor arm opposite No 6 cylinder segment See Fig 19 See Figs 32 or 61 for location of T D C marks It is important to tension the top timing chain before attempting to check or set the valve timing Proceed as follows Through the breather aperture in the front of the cvlinder head slacken the locknut securing the serrated plate Fig 58 Fig 58 Showing the serrated plate for adjustment of the top timing chain rension Tension the chain by pressing locking plunger inwards and rotating serrated plate by the two holes in an anti clockwise direction Turn the engine each way slightly and recheck the chain tension When correctly tensioned there should be slight flexibility on both outer sides below the camshaft sprockets that is the chain must not be dead tight Release the locking plunger and securely tighten the locknut Remove the locking wire from the setscrews securing the camshaft sprockets Note the positions of the imaccessible setscrews and rotate the engine until they can be removed Remove the setscrew from each sprocket and turn the engine back to the T D C position with the N
38. Door Locks The doors may be opened from the outside by pressing the button incorporated in the door handle The doors are opened from the inside by pulling the interior handles rearward Both doors can be locked from the inside by pushing the interior handles forward and allowing them to return to their original position this feature only applies if the doors are fully closed before operating he interior handles Both doors can be locked from the outside by means of the ignition key the locks are incorporated in the push buttons of the door handles To lock the right hand door insert the key in the lock rotate anti clockwise as far as possible anc allow the lock to return to its original position the door is now locked To unlock the right hand door turn key clockwise as far as possible and allow the lock to return to its original position To lock the left hand door rotate key clockwise to unlock rotate key anti clockwise Page A 10 KEYLESS LOCKING is obtainable by first pushing the interior door handle fully forward and allowing it to return to its original position If the door is now closed from the outside with the push button of the handle fully depressed the door will become locked Warning lf the doors are to be locked by this method the ignition key should be removed beforehand or the spare key kept on the driver s person as the only means of unlocking the doors is with this key Horn Depress the circular butt
39. ER PUMP BELT Slacken the setscrew securing the dynamo adjusting link to the timing cover and swing link upwards Fit the dynamo belt to the crankshaft and water pump pulleys Offer up dynamo and engage dynamo belt with pulley Secure dynamo with the two mounting bolts and adjusting link at the water pump Before finally tightening adjust dynamo belt tension by pulling dynamo outwards until the belt can be flexed approximately 4 12 mm either way in the middle of the vertical run Tighten the adjusting setscrew the two dynamo mounting bolts and the bolt securing the adjusting link to the water pump Note Undue tension will create heavy wear of belt pulleys water pump and dynamo bearings FIT DISTRIBUTOR AND SPARKING PLUGS Fit the cork seal to the recess at the top of the hole for the distributor Secure the distributor clamping plate to the cylinder block with the setscrew Slacken the clamping plate bolt Set the micrometer adjustment in the centre of the scale Enter the distributor into the cylinder block with the vacuum advance unit connection facing the cylinder block Rotate the rotor arm until the driving dog engages with the distributor drive shaft Rotate the engine until the rotor arm approaches the No 6 front cylinder segment in the distributor cap Fig 19 Slowiy rotate the engine until the ignition timing scale on the crankshaft damper is tbe appropriate number of degrees before the pointer on the sump
40. JAGUAR 38 E TYPE GRAND TOURING MODELS SERVICE MANUAL Jaguar Cars Limited reserve the right to make changes in design or to make additions to or improvements upon their products without incurring any obligation to install the same on vehicles previously built ISSUED BY JAGUAR CARS LIMITED COVENTRY ENGLAND Telephone Code Telegraphic Address COVENTRY 27677 P B X BENTLEY S SECOND JAGUAR COVENTRY Telex 31 622 Publication No E 123 3 INDEX TO SECTIONS SECTION TITLE GENERAL INFORMATION ENGINE CARBURETTERS AND FUEL SYSTEM COOLING SYSTEM CLUTCH GEARBOX PROPELLER SHAFT REAR AXLE STEERING FRONT SUSPENSION REAR SUSPENSION BRAKES WHEELS AND TYRES BODY AND EXHAUST SYSTEM HEATING AND WINDSCREEN WASHING EQUIPMENT ELECTRICAL AND INSTRUMENTS SECTION REFERENCE A B SECTION A GENERAL INFORMATION 58 E TYPE GRAND TOURING MODELS Se II JAGUAR ES Note All references in this Manual to right hand side and left hand side are made assuming the person to be looking from the rear of the car or unit Page A 2 Car Identification General Data Dimensions and weights Capacities Performance Data Operating Instructions Instruments Controls and Accessories Wheel Changing Starting and driving Summary of Maintenance Recommended Lubricants Multi grade Engine Oils Recommended Hydraulic Fluids Special Service Tools Service Depa
41. LUIDS Braking System and Clutch Operation Preferred Fluid Alternative Fluids Dunlop Disc Brake Fluid Recognised brands of brake fluid conforming to S A E 70 R3 specification SAE 70 R3 such as Castrol Girling Crimson Brake Fluid or Lockheed Super Heavy Duty Brake Fluid Page A 18 GENERAL INFORMATION CONVERSION TABLES METRIC INTO ENGLISH MEASURE I millimetre is approximately 5 and is exactly 03937 1 centimetre is approximately 3 and is exactly 3937 1 metre is approximately 39 and is exactly 39 37 10936 yards I kilometre is approximately mile and is exactly 6213 miles I kilogramme is approximately 21 Ibs and is exactly 2 21 Ibs I litre is approximately 13 pints and is exactly 1 76 pints To convert metres to yards multiply by 70 and divide by 64 To convert kilometres to miles multiply by 5 and divide by 8 approx To convert litres to pints multiply by 88 and divide by 50 To convert grammes to ounces multiply by 20 and divide by 567 To find the cubical contents of a motor cylinder square the diameter or bore multiply by 0 7854 and multiply the result by the stroke 1 M P G 0 3546 kilometres per litre or 2 84 litres per kilometre MILES INTO KILOMETRES Kilo Miles Kilo NC SO OG CN QN GA Ln La HR Bai cr E coa Ej ho c p bd feed j enke UA 43 C2 NJ DD 1 0S LA Js Ecko cre lm coh bo
42. LUTIONS PER MINUTE PER MINUTE PER MINUTE Top Kilometres Miles Gear per hour per hour 3 54 1 932 80 50 96 60 112 70 128 80 76 192 120 208 130 225 140 The figures marked thus make allowance for changes in lyre radius due to the effect of centrifugal force Page A 5 GENERAL INFORMATION 0 Page A 6 OPERATING INSTRUCTIONS 1213 14 15 16 17 18 19 20 21 22 7 8 5 0 n 3018 Fig 2 Instruments and Controls Right hand drive Ammeter Fuel contents gauge Lighting switch Oil pressure gauge Water temperature gauge Mixture control and warning light Revolution counter Flashing direction indicator warning lights Speedometer Brake fluid warning light Headlamp dipper switch Heater Air Control Heater Temperature control 14 I 16 17 18 19 20 2l 22 23 24 25 26 Interior light switch Panel light switch Heater fan switch Ignition switch Cigar lighter Starter switch Map light switch Windscreen wiper switch Windscreen washer switch Clock adjuster Horn button Speedometer trip control Flashing direction indicator and headlamp flashing switch GENERAL INFORMATION FS Fig 3 Instruments and Controls Left hand drive 1 Headlamp dipper switch 14 Horn button 2 Brake fluid warning light 15 Clock adjuster 3 Speedometer 16 Heater air control 4 Flashing dir
43. REACTION TIE PLATE REMOVAL The following instructions should be carried out either on a ramp or over a pit Remove the eight nuts and spring washers at the exhaust manifold flanges remove the bolts from the five body mountings and withdraw the exhaust system from below discarding the manifold sealing rings Jack up the front of the c r using a block of hard wood 16 x 1j x 1 406 4 x 28 6 x 25 4 mm under the subframe lower cross tube as shown in Section J Front Suspensi n until the front wheels are clear of the ground Do NOT jack up the car unless the block of wood is in plac Remove the lower bolt and self locking nut from the torsion bar reaction bracket and drive the locating bar see Fig 65 through the bracket from the front in Page B 66 Fig 65 Driving in the locating bars The torsion bar has been cut away for illustrative purposes 40 6cm Fig 66 The jacking block dimensions place of the bolt so that approximately 1 6 35 mm protrudes Repeat for the lower bolt on the other side and drive the second locating bar into its place Remove the self locking nuts from both top bolts and tap the bolts back until they are flush with the tie plate Remove the bolt and self locking nuts securing the tie plate to the body under frame on each side Withdraw the tie plate over the bolts and locating ENGINE 3 000 SILVER STEEL A O oR l6 vron
44. amine the pump body and bottom cover for signs of scoring and the drive shaft bores for signs of wear fit new parts as necessary Place the drive shaft in a vice fitted with soft jaws and check that the inner rotor is tight on the securing pin Note that the drive shaft inner and outer rotors are supplied only as an assembly RE ASSEMBLING Re assembly 15 the reverse of the dismantling procedure but it is important when fitting the outer rotor to the pump body to insert the chamfered end of the rotor foremost Always fit new rings to the suction and delivery pipe bores REFITTING Refitting is the reverse of the removal procedure Do not omit to fit the coupling sleeve to the squared end of the drive shaft before offering up the oil pump After fitting of the oil pump check that there is appreciable end float of the coupling sleeve OIL SUMP All engine units are fitted with aluminium sumps which have an external connection for a rubber oil return hose the second end of which is attached to the oil filter head A gauze bowl type filter is attached to the sump baffle plate REMOVAL Remove the sump drain plug and drain the oil from the sump Remove the crankshaft damper Slacken the clip and disconnect the oil return hose at the oil filter head Unscrew the twenty six setscrews and four nuts securing the sump Remove the sump from the cylin der block noting that a short setscrew is fitted at the right hand front co
45. arter gear is badly worn a new flywheel should be used since the starter gear teeth are integral with the flywheel and in this case it will be necessary to balance the flywheel and clutch as an assembly If a new flywheel is being fitted check the fiywheel and clutch balance as an assembly by mounting on a mandrel and setting up on paraliel knife edges Mark the relative position of clutch and flywheel If necessary remove the clutch and drill 9 5 mm balance holes not more than i 12 7 mm deep at a distance of 3 9 5 mm from the edge of the flywheel REFITTING Turn the engine upright Check that the crankshaft flange and the holes for the flywheel bolts and dowels are free from burrs Turn the engine until Nos I and 6 pistons are on T D C and fit the fiywheel to the crankshaft flange so that the B stamped on the edge of the flywheel is at approximately the B D C position This will ensure that the balance mark B on the flywheel is in line with the balance mark on the crankshaft which is a group of letters stamped on the crank throw just forward of the rear main journal Fig 31 Showing the balance marks B on the clutch aud flywheel Tap the two mushroom headed dowels into position fit the locking plate and flywheel securing setscrews Tighten the setscrews to a torque of 67 Ib ft 9 2 kgm and secure with the locking plate tabs Assemble the clutch driven plate to the flywheel noting that one
46. ase the two side fixing bolts and lower panel to check strap limits Return panel to vertical position when extra boot space is not re quired Spare Wheel and Jacking Equipment The spare wheel is housed in a well under the luggage compartment and is accessible after removal of the square lid The copper hammer and jack are retained in clips in the luggage compartment The jack handle is retained in clips under the spare wheel Tools The tools are contained in a tool roll placed in the spare wheel compartment WHEEL CHANGING Whenever possible the wheel changing should be carried out with the car standing on level ground and in all cases with the handbrake fully applied Unlock the luggage compartment by pulling the black knob situated inside car at right hand side of seat back panel The spare wheel is housed in a compartment under neath the luggage boot floor the wheel changing equipment is retained in clips Fig 13 Luggage compartment lock control Fixed Head Coupe Page A 14 Fig 14 Spare Wheel Housing Open 2 seater Fig 15 Spare wheel housing Fixed Head Coupe Remove the copper and hide mallet from the tool kit Using the mallet slacken but do not remove the hub caps the hub caps are marked Right off side or Left near side and the direction of rotation to remove that is clockwise for the right hand side and anti clockwise for the left hand side The jacking sockets will be found centra
47. ck rubber disc An inner member also bonded to the disc is attached to a hub which is keyed to a split cone on the front extension of the crankshaft The crankshaft damper and pulley are balanced as an assembly mark each part before dismantling so that they can be refitted in their original positions REMOVAL It will be necessary to remove the crankshaft dam per from beneath the car Remove the dynamo and water pump belt by slacken ing the dynamo and moving it towards the engine Remove the locking washer securing the damper bolt by knocking back the tabs and unscrewing the two setscrews Remove the other two setscrews securing the crankshaft pulley to the damper and remove the pulley Unscrew the large damper securing bolt and remove the flat washer Insert two levers behind the damper and ease it off the split cone a sharp tap on the end of the cone will assist removal OVERHAUL Examine the rubber portion of the damper for signs of deterioration and if necessary fit a new one Also examine the crankshaft pulley for signs of wear and renew if necessary The drive should be taken on the faces of the pulley renew the pulley if a new fan belt bottoms in the V groove REFITTING Refitting is the reverse of the removal procedure Fig 25 The crankshaft damper and components Page B 35 ENGINE Fig 26 Exploded view of the cylinder block assembly Page B 36 ee u c Cylinder block Core plug
48. connecting rod bolt nuts and unscrew nuts Remove the connecting rod cap noting the corresponding cylinder numbers on the connecting rod and cap Remove the connecting rod bolts and withdraw the piston and connecting rod from the top of cylinder block v Fig 40 Exploded view of the piston and connecting rod ENGINE OVERHAUL Pistons are supplied complete with gudgeon pins which have been selectively assembled and are therefore not interchangeable one with another The pistons fitted to an engine should not vary one with another by more than 2 drams 3 5 grammes Gudgeon Pin Fitting Gudgeon pins are a finger push fit in the piston at normal room temperature 68 F 20 C When actually removing or refitting the gudgeon pin the operation should be effected by immersing the piston gudgeon pin and connecting rod little end in a bath of hot oil When the pistcn and little end have reached a sufficient temperature 230 F 110 C the gudgeon pin can be moved into position Alwavs use new circlips on assembly When assembling the engine centralise the smull end of the connecting rod between the gudgeon pin bosses in the piston and ensure that the connecting rod mates up with the crankshaft journal without any pressure being exerted on the rod 9 1 COMP RATIO Fig 41 E type pistons 8 1 COMP RATIO Piston Grades The following selective grades are available in standard size pistons only When ordering standar
49. d size pistons the identification letter of the selective grade should be clearly stated Pistons are stamped on the crown with the letter identification and the cylinder block is also stamped on the top face adjacent to the bores Page B 51 ENGINE Grade Identifi cation Letter To suit cylinder bore size I 3 4248 to 3 4251 86 990 to 86 997 mm 3 4252 to 3 4255 87 000 to 87 007 mm 3 4256 to 3 4259 87 010 to 87 017 mm 3 4260 to 3 4263 87 020 to 87 027 mm 3 4264 to 3 4267 87 030 to 87 037 mm MO Oversize Pistons Fig 42 Showing the marking on the piston crown Oversize pistons are available in the following sizes 010 25 mm 020 51 mm 030 76 mm There are no selective grades in oversize pistons as grading is necessarily purely for factory production methods Piston Rings Check the piston ring gap with the ring as far down the cylinder bore as possible Push the ring down the bore with a piston to ensure that it is square and measure the gap with a feeler gauge The correct gaps are as follows Compression rings 015 to 020 38 to 51 mm Oil control rings 011 to 016 28 to 41 mm Page B 52 With the rings fitted to the piston check the side clearance in the grooves which should be 001 to 003 025 to 076 mm One of the compression rings is hard chrome plated and this ring must be fitted to the top groove in the piston
50. e securing the ten flywheel bolts Unscrew the flywheel bolts and remove the locking plate Remove flywheel from the crankshaft flange by gently tapping with a rawhide mallet REMOVE CRANKSHAFT DAMPER Unscrew the large nut and remove the plain washer Insert two levers behind the damper and ease it off the split cone a sharp tap on the end of the cone will assist removal REMOVE WATER PUMP Unscrew the set bolts and three nuts and remove the water bump from the timing cover Note the gasket between the pump and timing cover REMOVE OIL FILTER Detach the short length of flexible pipe between the oil filter head and the oil sump Unscrew the four set bolts securing the oil filter head to the cylinder block and remove filter head REMOVE SUMP Drain the sump by removing the hexagon plug and washer from the right hand side of the sump Remove the twenty six setscrews securing the sump to the crankcase and the four nuts securing the sump to the timing cover The sump can now be removed REMOVE OIL PUMP AND PIPES Tap back the tab washers and unscrew the two set bolts securing the oil feed pipe from the oil pump to the bottom face of the crankcase Withdraw the pipe from the pump Remove the nut and bolt securing the oil pump inlet pipe clip to the bracket on the main bearing cap Page B 22 Remove the nut and bolt securing the oil pump inlet pipe clip in the bracket on the oil pump Withdraw the pipe from the pump Tap back
51. e tab washer N Fig 55 Showing the bottom timing chain tensioner in position 1332 THE VALVES AND SPRINGS The inlet valves are of silicon chrome steel and the exhaust valves are of austenitic steel Double coil valve springs are fitted and are retained by a valve collar with split cotters Warning As the valves in the fully open position protrude below the cylinder head joint face the cylinder head must not be placed joint face downwards directly on a flat surface support the cylinder head on wooden blocks one at each end REMOVAL Removal the cylinder head as described on page B 41 Remove Valves With the cylinder head on the bench remove the inlet manifold and the revolution counter generator Remove the four bearing caps from each camshaft and lift out the camshafts note mating marks on each bearing cap Moab Remove the twelve tappets and adjusting pads situated between tappets and valve stems Lay out the tappets and pads in order to ensure that they can be replaced in their original guides Obtain a block of wood th approximate size of the combustion chambers and place this under the valve heads in No 1 cylinder c mbustion chamber Press Page B 60 SR down the valve collars and extract the split cotters Remove the collars valve springs and spring seats Repeat for the remaining five cylinders Valves are numbered and must be replaced in the original loca tions No 1 cylinder being at the rear
52. e timing cover Remove the front cover as described on page B 22 Remove the bottom timing chain tensioner as described on page B 59 Unscrew the four setscrews securing the front mounting bracket to the cylinder block Remove the two screwdriver slotted setscrews securing the rear mounting bracket these setscrews secure the intermediate damper bracket The timing gear assembly can now be removed DISMANTLING Remove the nut and serrated washer from the front end of the idler shaft and withdraw the plunger and Spring Remove the four nuts securing the front mounting bracket to the rear bracket Withdraw the front bracket from the studs Remove the bottom timing chain from the large intermediate sprocket To remove the intermediate sprockets remove the circlip from the end of the shaft in the mounting bracket Press the shaft out of the bracket and withdraw the sprockets from the shaft To separate the two intermediate sprockets press the boss of the small sprocket from the bore of the large sprocket noting that they are keyed together On later models the intermediate sprocket is in one piece OVERHAUL If the chain shows signs of stretching or wear new ones should be fitted Replace any sprockets and dampers that show signs of wear ASSEMBLING Fit the eccentric shaft to the hole in front mounting bracket Insert the spring and locking plunger for the serrated plate to the hole in the front mounting bracket Page B
53. ead will then be free of the chain Knock back the tab washers on the two set bolts securing the chain tensioner to the cylinder block Withdraw the bolts and remove the tensioner together with the conical gauze filter fitted in the tensioner oil feed hole in the cylinder block this should be cleaned in petrol Unscrew the four set bolts securing the front mounting bracket to the cylinder block Release the tabs of the tab washers and remove the two screw driver slotted setscrews from the rear mounting bracket these setscrews also secure the intermediate timing chain damper bracket The timing gear can now be removed REMOVE DISTRIBUTOR DRIVE GEAR Tap back the tab washer securing the distributor drive gear nut and remove the nut and washer Tap the squared end of the distributor drive shaft through the gear noting that the gear is keyed to the shaft Remove the gear and thrust washer and withdraw the drive shaft ENGINE REMOVE CRANKSHAFT Knock back the tab washers securing the fourteen main bearing cap bolts Unscrew the bolts and remove the main bearing caps noting the corresponding num bers stamped on the caps and bottom face of crankcase and also the thrust washers fitted to the recesses in the centre main bearing caps Detach the bottom half of the oil return thread cover from the top half by unscrewing the two Allen screws Note that the two halves are located by hollow dowels The crankshaft can now be lifted out fr
54. eans of wire hand or power driven brush Ifthe latter type is used wire size should not exceed 005 127 mm diameter Do not wire brush the insulator nor the electrodes Clean gasket seats on the cylinder head before installing sparking plugs to ensure proper seating of the sparking plug gasket Then using a new gasket screw in the plug by hand finger tight Note If the sparking plug cannot be seated on its gasket by hand clean out the cylinder head threads with a clean out tap or with another used sparking plug having three or four vertical flutes filed in its threads Grease the tap well to retain chippings which may fall into the combustion chamber Tighten the sparking plugs to a torque of 27 16 16 3 73 kgm STANDARD GAP SETTING The sparking plug gap settings recommended in this Service Manual have been found to give the best overall performance under all service conditions They are based on extensive dynamometer testing and experience on the road and are generally a com promise between the wide gaps necessary for best idling performance and the small gaps required for the best high speed performance All plugs should be reset to the specified gap by bending the side electrode only using the special tool available from the Champion Sparking Plug Company SPARKING PLUG INSERTS Fig 50 When it becomes necessary to fit a sparking plug ENGINE insert in the event of a stripped thread proceed as detailed below
55. ecess Page B 62 6 After the valve seat insert has been fitted the following instructions should be carried out to ensure that the valve clearance can be obtained within the range of the adjusting pads that is 085 to 110 2 16 to 2 79 mm a Assemble the camshafts to the cylinder head Fit the appropriate valve to the insert in question and with the valve seat faces touching check the distance between the top of the valve stem and the back of the cam This should be 320 8 13 mm plus the appropriate valve clearance The figure of 320 8 13 mm includes an allowance for an adjusting pad thickness of 095 2 41 mm to 097 2 46 mm which will if necessary permit the fitting of thicker or thinner adjusting pads when making the final valve clearance adjustment b If the distance is greater than the figure of 320 8 13 mm plus the appropriate valve clearance grind the valve seat of the insert with suitable valve grinding equipment until the correct distance is obtained Example Assume that the valve insert in question is an exhaust and the distance between the top of the valve stem and the back of the cam is found to be 344 8 74 mm Adding the exhaust valve clearance of 006 15mm to 320 8 13 mm equals 326 8 28 mm In this ENGINE case the valve seat of the insert will have to be ground down to reduce the distance between the top of valve stem and the back of the cam by 0
56. ect heat range used under normal conditions that is mixed periods of high speed and low speed driving Cleaning and re gapping of the sparking plugs is all that is required Normal Condition Watch for white to yellowish powdery deposits This usually indicates long periods of constant speed driving or a lot of slow speed city driving These deposits have no effect on performance if the sparking Fig 45 Normal condition Page B 53 ENGINE plugs are cleaned thoroughly at approximately 2 500 miles intervals Remember to wobble the plug during abrasive blasting in the Champion Service Unit Then file the sparking surfaces vigorously to expose bright clean metal Oil Fouling This is usually indicated by wet sludgy deposits traceable to excessive oil entering the combustion chamber through worn cylinders rings and pistons excessive clearances between intake valve guides and stems or worn and loose bearings etc Hotter sparking plugs may alleviate oil fouling temporarily but in severe cases engine overhaul is called for Fig 46 Oil fouling Petrol Fouling This is usually indicated by dry fluffy black deposits which result from incomplete combustion Too rich an air fuel mixture excessive use of the mixture Fig 47 Petrol fouling Page B 54 control or a faulty automatic choke can cause in complete burning In addition a defective coil contact breaker points or ignition cable can reduce the
57. ection indicator warning lights 17 Heater temperature control 5 Revolution counter 18 Windscreen washer switch 6 Water temperature gauge 19 Windscreen wiper switch 7 Oil pressure gauge 20 Map light switch 8 Lighting switch 2 Starter switch 9 Fuel contents gauge 22 Cigar lighter 10 Ammeter 23 Ignition switch 1l Mixture control and warning light 24 Heater fan switch 12 Flashing direction indicator and headlamp flashing 25 Panel light switch switch 26 Interior light switch 13 Speedometer trip control Page A 7 GENERAL INFORMATION INSTRUMENTS Ammeter Records the flow of current into or out of the battery Since compensated voltage control is in corporated the flow of current is adjusted to the state of charge of the battery thus when the battery is fully charged the dynamo provides only a small output and little charge is registered on the ammeter whereas when the battery is low a continuous high charge is shown Oil Pressure Gauge The electrically operated pressure gauge records the oil pressure being delivered by the oil pump to the engine it does not record the quantity of oil in the sump The minimum pressure at 3000 r p m when hot should not be less than 40 lbs per square inch Note After switching on a period of approximately 20 seconds will elapse before the correct reading is obtained Water Temperature Gauge The electrically operated water temperature gauge records
58. en the brackets Page B 58 Fit the intermediate damper to the bottom of the rear mounting bracket with two screwdriver slotted setscrews and shakeproof washer Pass the four securing bolts through the holes in the brackets chain dampers and spacers noting that shakeproof washers are fitted under the bolt heads Secure the two mounting brackets together with four stud nuts and shakeproof washers REFITTING Refitting the remainder of the assembly is the reverse of the removal procedure When refitting the timing chain tensioner refer to page B 59 ENGINE THE BOTTOM CHAIN TENSIONER The bottom timing chain tensioner is of hydraulic type and consists of an oil resistant rubber slipper mounted on a plunger A Fig 54 which bears on the outside of the chain The light spring C cased by the restraint cylinder B and the plunger in com bination with oil pressure holds the slipper head against the chain keeping it in correct tension Return movement of the slipper head is prevented by the limit peg at the bottom end of the plunger bore engaging the nearest tooth in the helical slot of the restraint cylinder The oil is introduced into the adjuster body D via a small drilling in the locating Spigot and passing through a hole in the slipper head lubricates the chain The backing plate E provides a suitable face along which the slipper head can work REMOVAL Proceed as described under Timing Gear Removal on page B
59. end float and adjust if necessary Renew sparking plugs Clean fuel tank filter Page A 17 GENERAL INFORMATION RECOMMENDED LUBRICANTS Component Castrol Duckham Regent Caltex Texaco Esso Extra Motor Oil SW 20 Havoline Mobiloil Castrolite Esso Extra Motor 20W 40 Engine i i i Special or Oil 1OW 30 F Viscostatic or Castrol XL Esso Extra Motor 10 30 Oil 20W 40 1 she Mobile casrollo Shell UCL Eso UCL Adcoid Gearbox i Esso Distrubutor oil can points Mobiloil Castrol X 100 Motor Oil Energol Havoline 30 Oil can lubrication A XL 30 20W 30 SAE 30 Mobilube Castrol Esso Gear Oil Gear Oil Multigear Rear Axle 4 Hypoy G P 90 140 SAE 90EP 90 Lubricant EP 90 Propeller shafts Rear axle half shafts Castrolease Retinax Esso Multi purpose Energrease Marfak Front wheel bearings LM A Grease H L 2 All purpose Rear wheel bearings Distributor cam Steering housing Steering tie rods i Castrolease Retinax Esso Multi purpose Energrease Marfak Wheel swivels gt LM A Grease H 2 All purpose Door hinges Rear wishbone pivots These oils should not be used in worn engines requiring overhaul If an SAE 30 or 40 oil has previously been used in the engine a slight increase in oil consumption may be noticed but this will be compensated by the advantages gained According to availability in country of operation RECOMMENDED HYDRAULIC F
60. engine as far as possible and tighten the top dynamo securing bolt and replace the lock nut Tighten the bolt securing the dynamo link to the engine and also ihe two bottom dynamo mounting balts Filter Element it is most important to renew the oil filter element every 5 000 miles 8 000 km as after this mileage i will have become choked with impurities To guard against the possibility of the Alter being neglected to the extent where the element becomes completely choked a balance valve 15 incorporated in the filter head which allows unfiltered oil to by pass the element and reach bearings This will be accompanied by a drop in the normal oil pressures of some 10 15 ENGINE per sq in and if this occurs the filter element should be renewed as soon as possible The oil filter is situated on the right hand side of the engine and before removing the canister it will be necessary to drain the filter by removing the small hexagon headed drain plug situated at the bottom of the filter head To gain access to the element unscrew the central bolt when the canister complete with the element can be removed Thoroughly wash out the canister with petrol and allow to dry before inserting the new element When replacing the canister ensure that the circular rubber seal in the filter head has not become displaced ens s m Top Timing Chain Tension If the top timing chain is audible adjust the tension as follows
61. es which are a press fit in the connecting rod After fitting the bush should be reamed or honed to a diameter of 875 to 8752 22 225 to 22 23 mm Always use new connecting bolts and nuts at overhauls When a new connecting rod is to be fitted although the small end bush is reamed to the correct dimensions it may be necessary to hone the bush to achieve the correct gudgeon pin fit REFITTING Refitting is the reverse of the removal procedure Pistons and connecting rods must be fitted to their respective cylinders pistons and connecting rods are stamped with their cylinder number No 1 being at the rear and the same way round in the bore The pistons must be fitted with split on the left hand or exhaust side of the engine To facilitate Page 31 ENGINE correct fitting the piston crowns are marked Front see Fig 42 The cap must be fitted to the connecting rod so that the cylinder numbers stamped on each part are on the same side Tighten the connecting rod nuts to a torque of 37 Ib ft 5 1 kgm BIG END BEARING REPLACEMENT The big end bearings can be replaced without removing the engine from the car but before fitting the new bearings the crankpin must be examined for damage or for the transfer of bearing metal The oilway in the crankshaft must also be tested for blockage Remove the sump as described on page B 50 Turn the engine until the big end is approximately at the bottom dead centre posit
62. fit in head T 003 076 mm Recommended Lubricants Duckham Regent Caltex Texaco Esso Mobil Castrol Shell NENNEN i ee Esso E Motor Q20 50 Havoline 1 Castrolite Shell Oil 5W 20 t Engine Mobiloil or Super Esso Extra Motor Viscostatic or 20W 40 Special Castrol XL Oil Oil 10W 30 Q5500 or Esso Extra Motor 10W 30 NEN Oil 20W 40 t M Upper cylinder lubrication Mobil Castrollo Sheil U C L Esso U C L Adcoid Regent Upperiube or Donax U Wie Lg Liquid UOCE These oils should not be used in worn engines requiring overhaul If an SAE 30 or 40 oil has previously been used in the engine a slight increase in oil consumption may be noticed but this will be compensated bv the advantages gained According to availability in country of operation Capacities Imperial U S Litres Engine refill 15 pints 18 pints 84 Page B 13 ENGINE ROUTINE MAINTENANCE DAILY Checking the Engine Oil Level Check the oil level with the car standing on level ground otherwise a false reading will be obtained Remove the dipstick and wipe it dry Replace and withdraw the dipstick if the oil level is on the knurled patch with the engine hot or cold no additional oil is
63. gers under the rear edge of the bonnet and press in the safety catch To close the bonnet push down to the safety catch position Hold the bonnet depressed and insert the handle in the lock On the right hand side turn the key anti clockwise and on the left hand side turn the key clockwise Later Cars The bonnet is locked by means of two locks situated at the sides of the bonnet To open the bonnet turn the two small levers located on the tight and left hand door hinge posts anti clockwise and pull to full extent This will release the bonnet which will now be re tained by the safety catch Insert the fingers under the rear edge of the bonnet and press in the safety catch To close the bonnet push down to the safety catch position push in the two Jevers and turn clockwise UIL a r Fig 10 Unlocking the bonnet later cars GENERAL INFORMATION am T ail qs pr Fig 11 Releasing the bonnet safety catch Radiator Fan The radiator fan is electrically driven the cutting in speed being controlled automatically by means of a thermostatic switch incorporated in the engine ccoling system The fan will not operate with the ignition switched off When the coolant reaches a temperature of approxi mately 80 C the thermostatic switch closes and starts the fan motor The fan motor will continue to run until the tempera
64. he small hexagon headed drain plug situated at the ans a p Fig 3 Engine drain plug bottom of the filter head Unscrew the central bolt and remove the canister and element Thoroughly wash these parts in petrol and allow to dry out When replacing the canister ensure that the circular rubber seal in the filter head has not become displaced Attention is drawn to the importance of renewing the filter element at 5 000 miles 8 000 km intervals Note Almost all modern engine oils contain special additives and whilst it is permissible to mix the recommended brands it is undesirable If it 15 desired to change from one brand to another this should be done when the sump 15 drained and the Oil Company s recommendation in regard to flushing procedure should be followed Fig 4 Engine oil filter A securing bolt drain plug oil pressure relief valve union Distributor Lubrication Take care to prevent oil or grease from getting on or near the contact breaker points Remove the moulded cap at the top of the distributor by springing back the two clips Lift off the rotor arm and apply a few drops of engine oil around the screw A Fig 5 now exposed It is not necessary to remove the screw as it has clearance to permit the passage of oil Apply one drop of oil to the post B on which the contact breaker pivots Lightly smear the cam C with grease Lubricate the centrif
65. he lever anti clockwise While the flashing indicators are in operation one of the warning lights on the facia panel behind the steering wheel will flash on the side selected rm ee at ut ES a EE eee e Fig 6 The flashing direction indicator control Map Light Lift the switch lever marked to illuminate the Jamp situated above the instrument panel To provide ease of entry into the car at night the map light is switched on when either one of the doors is opened and is extinguished when the door is closed Headlamp Flasher To flash the headlamps as a warning signal lift and release the flashing indicator lever in quick suc cession The headlamps can be flashed when the lights are off or when they are in the dipped beam position they will not flash in the main beam position Braking Lights Twin combined tail and brake lights are situated at the rear of the car The latter automatically light up when the footbrake is applied GENERAL INFORMATION Fig 7 Method of flashing the headlamps Luggage Compartment Illumination The luggage compartment is illuminated by the interior light when this lamp is switched on Cigar Lighter To operate press holder marked Cigar into the socket and remove the hand On reaching the required temperature the holder will return to the extended position Do not hold the lighter in the pressed in position Windscreen Wipers The wi
66. he moving contact is removed To do this remove the nut insulating piece and connections from the post to which the end of the contact breaker spring is anchored The contact breaker lever can now be lifted off its pivot post Sparking Plugs Every 2 500 miles 4 000 km or more often if operating conditions demand withdraw clean and reset the plugs The only efficient way to clean sparking plugs Is to have them properly serviced on machines specially designed for this purpose These machines operate with compressed air and utilise a dry abrasive material specially graded and selected to remove harmful deposits from the plug insulator without damaging the insulator surface In addition the majority of the machines incorporate electrical testing apparatus enabling the plugs to be pressure tested to check their electrical efficiency and gas tightness The gap between the points should be 025 64 mm When adjusting the gap always move the side wire never bend the centre wire The Champion Sparking Plug Co supply a special combination gauge and setting tool the use of which is recommended Every 10 000 miles 16 000 km a new set of plugs of the recommended type should be fitted To save petrol and to ensure easy starting the plugs should be cleaned and tested regularly EVERY 5 000 MILES 8 000 KM Water Pump Dynamo Belt Tension Early Cars When the belt is correctly tensioned it should be possible to depress the belt
67. hown in Fig 18 Also tighten the six nuts securing the front end of the cylinder head Valve Timing Check that No 6 front piston is exactly in the T D C position Through the breather aperture in the front of the cylinder head slacken the locknut securing the serrated plate With the camshaft sprocket on the flanges of the camshafts tension chain by pressing locking plunger inwards and rotating serrated plate by two holes in an anti clockwise direction When correctly tensioned there should be slight flexibility on both outer sides of the chain below the camshaft sprockets that is the chain must not be dead tight Release the locking plunger and securely tighten the locknut Tap the camshaft sprockets off the flanges of the camshafts Accurately position the camshafts with the valve timing gauge and check that the T D C marks are in exact alignment Withdraw the circlips retaining the adjusting plates to the camshaft sprockets and pull the adjusting plates forward until the serrations disengage Replace the sprockets on to the flanges of camshafts and align the two holes in the adjuster plate with the two tapped holes in each camshaft flange Engage the serrations of the adjuster plates with the serrations in the sprockets Note It is most important that the holes are in exact alignment otherwise when the set screws are fitted the camshafts will be moved out of position If difficulty is experienced in aligning the hole
68. ine is in the chassis frame are dealt with separately in this section All references made in this section to the top or bottom of the engine assume the engine to be in the normal upright position References to the left or right hand side assume the engine to be upright and looking from the rear REMOVE STARTER Unscrew the two nuts securing the starter to the clutch housing and withdraw the starter REMOVE GEARBOX Unscrew the four setscrews and remove the cover plate from the front face of the clutch housing Remove the set bolts and nuts securing the clutch housing to the engine and withdraw the gearbox unit The gearbox must be supported during this operation in order to avoid straining the clutch driven plate and constant pinion shaft REMOVE DISTRIBUTOR Spring back clips and remove the cover complete with high tension leads Disconnect the electrical cable from the distributor Slacken the clamp plate boit and withdraw distributor Remove the setscrew and remove the clamp plate Note the cork seal in recess at the top of the distributor drive hole REMOVE CYLINDER HEAD Disconnect the distributor vacuum feed pipe from the front carburetter Remove the high tension leads irom the sparking plugs and lead carrier from the cylinder head studs Remove the sparking plugs Disconnect the camshaft oil feed pipe from the rear of the cylinder head Remove the eleven dome nuts from each camshaft cover and lift off the covers Remo
69. ion Remove the split pins from the connecting rod bolt nuts and unscrew the nuts Remove the connecting rod cap noting that the corresponding cylinder numbers on the connecting rod and cap are on the same side Lift the connecting rod off the crankpin and detach the bearing shell If all the big end bearings are to be replaced they are most easily replaced in pairs that is in pairs of connecting rods having corresponding crank throws Fig 21 The connecting rod and cap are stamped with the cylinder number THE CAMSHAFTS The camshafts are manufactured of cast iron and each shaft is supported in four white metal steel backed bearings End float is taken on the flanges formed at each side of the front bearing Oil is fed from the main oil gallery to the camshaft rear bearing housings through an external pipe Oil then passes through the rear bearing into a longitudinal drilling in the camshaft cross drillings which break into this oilway feed the three remaining bearings Warning Before carrying out any work on the camshafts the following points must be observed to avoid possible fouling between a the inlet and exhaust valves and b the valves and pistons 1 Do NOT rotate the engine or the camshafts with the camshafts sprockets disconnected Page B 32 2 If with the cylinder head removed from the engine it is required to rotate a camshaft the other camshaft must either be removed or the bearing cap nuts s
70. it the intermediate damper to the bottom of the rear mounting bracket with two screwdriver slotted setscrews and tab washers Pass the four securing bolts through the holes in the brackets chain dampers and spacers noting that shakeproof washers are fitted under the bolt heads Secure the two mounting brackets together with four stud nuts and shakeproof washers FIT TIMING GEAR Turn the engine upside down Fit the lower timing chain damper and bracket to the front face of the cylinder block with two set bolts and locking plate Turn the timing gear assembly upside down and offer it up to the cylinder block Loop the bottom timing chain over the crankshaft sprocket and secure the mounting brackets to the front face of the cylinder block with the four long securing bolts and the two screwdriver slotted setscrews which also secure the intermediate timing chain damper bracket but do not fully tighten these two setscrews until the four long securing bolts are tight ENGINE TIMING CHAIN TENSIONER Place the timing chain tensioner backing plate and filter in position so that the spigot on the tensioner aligns with the hole in the cylinder block Fit shims as necessary between the backing plate and cylinder block so that the timing chain runs centrally along the rubber slipper Fit the tab washer and two securing bolts Tighten the bolts and tap the tab washers against the bolt heads It is important that no attempt is made to release the
71. lackened to 1heir fullest extent to allow the valves to be released When fitting the camshafts to the cylinder head ensure that keyway in the front bearing flange of each camshaft is perpendicular at 907 to the adjacent camshaft cover face use valve timing gauge before tightening down the cam shaft bearing cap nuts If this operation is being carried out with the cylinder head fitted to the engine rotate the engine until No 6 front piston is on Top Dead Centre in the firing position that is with the distributor rotor opposite No 6 cylinder segment before fitting the camshafts 1362 Fig 22 Exploded view of the camshaft sprocket assembly REMOVAL Remove the eleven dome nuts and copper washers securing each camshaft cover and lift off the cover Unscrew the three Allen setscrews attaching the revolution counter generator to the right hand side of the cylinder head and the sealing plug from the left hand side note the copper washers under the heads of the setscrew Remove the circular rubber sealing rings Break the wire locking the camshaft adjuster plate setscrews Rotate the engine until No 6 front piston is approximately on Top Dead Centre on compression stroke firing position that is when the keyway in the front bearing flange of each camshaft is at 10 to the adjacent cover face see Fig 23 Note the positions of the inaccessible adjuster plate setscrews and rotate the engine until they can be rem
72. le from the ball Joint socket Remove the eighteen nuts and spring washers detach the heater pipe clips from the lower studs when the inlet manifold can be withdrawn Remove six nuts and spring washers and the water manifold Remove six nuts and spring washers and the air balance pipe REFITTING Refitting is the reverse of the removal procedure It should be noted that when refitting the throttle linkage ensure that the backing plate is fitted with the cage nuts for the bush carrying plate offset towards the engine ensure that the backing plate assembly is aligned correctly before tightening up Page B 45 ENGINE THE OIL FILTER The oil filter is of the full flow type and has a re newable element The oil from the oil pressure relief valve is returned to the engine sump by an external rubber hose The oil pressure relief valve is retained by the outlet adaptor to which the hose to the sump is secured A balance valve fitted in the filter head opens at a pressure differential of 10 to 15 lbs per sq in 0 7 to 1 1 kg cm 2 provides a safeguard against the possi Page B 46 Fig 33 bility of the filter element becoming so choked that oil is prevented from reaching the bearings REMOVAL OF THE OIL FILTER When removing the oil filter it is advisable to catch any escaping oil Remove the splash tray from below the brake vacuum reservoir Remove the cable to the oil pressure trans mitter unit in the oil filter
73. lips and withdraw the air cleaner element assembly Remove the serrated nut from the base of the assembly and withdraw the paper element Remove the nut and shakeproof washer at the base of the air cleaner canister Remove the two setscrews at the side of the canister and withdraw the canister REFITTING Refitting is the reverse of the removal procedure Page B 65 ENGINE THE ENGINE The engine stabiliser is situated at the rear of the engine and consists of a rubber steel mounting attached to the body which is connected to brackets on the clutch housing via a rubber bushed link pin The link pin is threaded at its upper end and is connected to the rubber mounting by means of flanged washers and a self locking nut ADJUSTMENT It is MOST IMPORTANT that the stabiliser is assembled in the following manner as failure to observe this procedure may cause engine vibration and or fouling of the gearbox in its cowl due to the engine having been pulled up on its mountings a Screw the lower flanged washer D Fig 63 up the stabiliser pin until the flange contacts the bottom of the stabiliser rubber mounting C The washer is slotted on its upper face and can be screwed up the pin by engaging a thin bladed screwdriver in the slot through the centre hole of the rubber mounting b Fit the upper flanged washer B and tighten down with the self locking nut A STABILISER Fig 64 The engine stabiliser TORSION BAR
74. lly located on either side of the car Place jack under car with pad GENERAL INFORMATION Fig 17 Hub cap left hand side located in the socket and raise car until wheels are clear of ground Remove hub cap and withdraw wheel Mount the spare wheel on the splined hub Refit the hub cap and tighten as much as possible by rotating cap in the required direction that is anti clockwise for the right hand side and clockwise for the left hand side Lower the jack and finally tighten the hub fully with the copper and hide mallet Fig 16 Hub cap right hand side Fig 18 The jack in position for raising the left hand side of the car The position of the lever shown in the inset controls the operation of the jack screw Page A 15 GENERAL INFORMATION STARTING AND DRIVING Prior to Starting Ensure that the coolant level in the radiator and the oil level in the sump are correct Check for sufficient petrol in the tank Starting from Cold A manual mixture control is provided located in facia panel behind steering wheel This control has six positions the fully rich position being at the top of the slide marked COLD Moving the lever progressively downwards weakens the mixture strength The two positions from give a fast idle con dition the last position RUN being off A red warning light is incorporated in the control which lights up immediately the lever is moved from RUN position
75. lve Exhaust valve Valve spring Valve spring Seat Collar Cotter Tappet Adjusting pad Inlet camshaft Exhaust camshaft Bearing Oil thrower Setscrew Copper washer Sealing ring Sealing plug Seal Adaptor Driving dog Circlip Generator Sealing ring Screw Plate washer Lock washer 43 45 46 47 48 49 50 S1 92 33 54 55 56 57 58 39 60 61 62 63 64 65 66 67 68 69 70 T1 12 73 74 75 76 TE 78 79 80 81 82 83 84 ENGINE Inlet camshaft cover Exhaust camshaft cover Gasket Gasket Dome nut Copper washer Filler cap Fibre washer Oil pipe Banjo bolt Copper washer Breather housing Pipe Baffle Gasket Dome nut Spring washer Flexible pipe Clip Clip Exhaust manifold Exhaust manifold Gasket Clip Stud Sealing ring Inlet manifold Inlet manifold Inlet manifold Gasket Air balance pipe Gasket Stud Adaptor Gasket Water pipe Gasket Thermostat Plate Gasket Elbow Gasket Page B 39 ENGINE THE CYLINDER BLOCK The cylinder block is of chromium iron and is integral with the crankcase The main bearing housings are line bored and the caps are not interchangeable corresponding numbers being stamped on the caps and the bottom face of the crankcase for identification purposes Pressed in dry liners are fitted OVERHAUL Check the top face of the cylinder block for truth Check that the main bearing caps have not been filed a
76. ly is the reverse of the removal procedure THE EXHAUST MANIFOLDS REMOVAL Remove the eight brass nuts and spring washers securing the exhaust pipe flanges to the exhaust manifolds Remove the sixteen brass nuts and spring washers securing the exhaust manifolds to the cylinder head when the manifolds can be detached REFITTING Refitting is the reverse of the removal procedure Use new gaskets between the manifolds and the cylinder head and new sealing rings between the exhaust pipe and manifold flanges THE FLYWHEEL The flywheel is a steel forging and has integral starter gear teeth The flywheel is located to the crankshaft by two mushroom headed dowels and is secured by ten setscrews retained by a circular locking plate REMOVAL Remove the engine as described on page B 19 Unscrew the four setscrews and remove the cover plate from the front face of the clutch housing Remove the bolts and nuts securing the clutch Page B 43 ENGINE housing to the engine and withdraw the gearbox unit Unscrew the six setscrews securing the flange of clutch cover to the flywheel and remove clutch assembly Note the balance marks B stamped on the clutch cover and on the periphery of the flywheel Knock back the tabs of locking plate securing the ten flywheel bolts Unscrew the flywheel bolts and remove the locking plate Remove flywheel from the crankshaft flange by gently tapping with a rawhide mallet OVERHAUL If the st
77. mall end Width Small end bush Bore diameter Tightening torque Con rod bolts Crankshaft Number of main bearings Main bearing Type Journal diameter Journal length Front Centre Page B 6 2235 19022595 56 72 to 56 73 mm 1 006 008 30 16 mm 15 mm 0015 to 0033 04 mm to 08 mm 0058 0087 15 mm to 22 mm 1 00 4 0005 25 4 mm 013 mm Phosphor bronze steel backed l 27 4 mm 875 0002 0000 22 22 mm 005 mm 37 Ibs ft 450 Ibs ins 5 1 kg m Seven Lead bronze steel backed shell Front centre rear 2 750 to 2 7505 69 85 to 69 86 mm Intermediate 2 7495 to 2 750 69 84 to 69 85 mm 144 005 42 86 mm 13 mm 14 4 0005 001 44 45 mm 013 mm 025 Rear Intermediate Thrust taken Thrust washer Thickness End clearance Main bearing Length Front Centre Rear Intermediate Diameter clearance Crankpin Diameter Length Regrind undersize Minimum diameter for regrind Tightening torque main bearing bolts Cylinder Block Material lj 47 63 mm l 002 30 96 mm 05 mm Centre bearing thrust washers 092 001 and 096 4 001 ENGINE 2 33 mm E 025 mm and 2 43 mm 4 025 mm 004 to 006 10 to 15 mm 11 005 38 1 mm 4 13 mm 1 005 25 4 mm 13 mm 0025 0
78. minimum octane rating of 98 Research method If a car is fitted with 8 to 1 compression ratio pistons indicated by 8 after the engine number use premium grade fuel with a minimum rating of 91 Research method If of necessity the car has to be operated on lower octane fuel do not use full throttle otherwise detonation may occur with resultant piston trouble Page B 17 ENGINE Fig 9 Cross sectional view of the engine Page B 18 ENGINE ENGINE REMOVAL ENGINE REMOVAL Remove the bonnet for details see Section N Disconnect the battery Drain the cooling system by turning the radiator drain tap and removing the filler cap Conserve coolant if anti freeze is in use Slacken the clip on the breather pipe unscrew the two wing nuts and remove the top of the air cleaner Disconnect the petrol feed pipe below the centre carburetter Slacken the clips securing the water hoses from the cylinder head and radiator to the header tank Slacken the clips securing the heater hoses to the manifold Disconnect the brake vacuum pipe Disconnect the two electrical connections from the fan control thermostat in the header tank together with the anchoring clip Remove the two nuts and bolts securing the header tank mounting bracket to the front cross member Disconnect the radiator header tank overflow pipe and remove the header tank complete with mounting bracket Disconnect the throttle linkage at the rear carburetter
79. n fouling is likely to take place between the inlet and exhaust valves Obtain and record all valve clearances by using a feeler gauge between the back of each cam and the appropriate valve tappet Correct valve clearances are Normal Touring Use Inlet T 7004 10 mm Exhaust 006 15 mm Racing nlet 006 15 mm Exhaust 010 25 mm Adjusting pads are available rising in 001 03 mm sizes from 085 to 110 2 16 to 2 79 mm and etched on the surface with the letter A to Z each letter indicating an increase in size of 001 03 mm Should any valve clearance require correction remove the camshaft tappet and adjusting pad Observe the letter etched on the existing adjusting pad if visible If the letter is not visible measure the pad with a micrometer and should the recorded clearance for this valve have shown say 002 05 mm excessive clearance select a new adjusting pad bearing a letter two lower than the original pad As an example assume that No 1 inlet valve clearance is tested and recorded as 007 18 mm On removal of the adjusting pad if this is etched with the letter D then substitution with a pad bearing the letter G will correct the clearance for No 1 inlet valve When fitting the camshafts prior to fitting the cylinder head to the engine it is most important that the keyway in the front bearing flange of each cam shaft is
80. nd that the bores for the main bearings are in align ment If the caps have been filed or if there is mis alignment of the bearing housings the caps must be re machined and the bearing housings line bored After removal of the cylinder head studs prior to reboring check the area around the stud holes for flatness When the edges of the stud holes are found to be raised they must be skimmed flush with the surroun ding joint face to ensure a dead flat surface on which to mount the boring equipment Reboring is normally recommended when the bore Fig 28 Removing a cylinder liner Page B 40 wear exceeds 006 15 mm Reboring beyond the limit of 030 76 mm is not recommended and when the bores will not clean out at 030 76 mm liners and standard size pistons should be fitted The worn liners must be pressed out from below utilizing the illustrated stepped block Before fitting the new liner lightly smear the cylinder walls with jointing compound to a point half way down the bore and also smear the top outer surface of the liner Press the new liners in from the top and lightly skim the tops of the liners flush with the top face of the cylinder block Bore out and hone the liners to suit the grade or grades of pistons to be fitted See piston grades on page B 52 The following oversize pistons are available 010 25 mm 4 020 51 mm and 030 76 mm Following reboring the blanking plugs in
81. ndbrake is for use when parking the car when driving away on a hill and when at a standstill in traffic Running in Instructions Only if the following important recommendations are observed will the high performance and continued good running of which the Jaguar is capable be obtained During the running in period do not allow the engine to exceed the following speeds and par ticularly do not allow the engine to labour on hills it is preferable to select a lower gear and use a higher speed rather than allow the engine to labour at low speed First 1 000 miles 1 600 km 2 500 r p m From 1 000 2 000 miles 1 600 3 200 km 3 000 r p m Have the engine sump drained and refilled and the oil filter attended to as recommended at the free service that is after the first 500 miles 800 km GENERAL INFORMATION SUMMARY OF MAINTENANCE Daily Check radiator coolant level Check engine oil level Weekly Check tyre pressures Check fluid level in brake and clutch master cylin der reservoirs Monthly Check battery electrolyte level and connections Every 2 500 miles 4 000 km Drain engine sump and refill Clean oil filter element Check gearbox oil level and top up if necessary Check rear axle oil level and top up if necessary Lubricate steering housing Lubricate steering tie rod ball joints Lubricate wheel swivels Lubricate propeller shaft universal joints early cars
82. ng the front end of the cylinder head VALVE TIMING Check that the No 6 front piston is exactly in the T D C position Through the breather aperture in the front of the cylinder head slacken the lock nut securing the ser rated plate With the camshaft sprocket on the flanges of the camshafts tension chain by pressing locking plunger Inwards and rotating serrated plate by the two holes in an anti clockwise direction When correctly tensioned there should be slight flexibility on both outer sides of the chain below the camshaft sprockets that is the chain must not be dead tight Release the locking plunger and securely tighten the locknut Tap the camshaft sprockets off the flanges of the camshafts Accurately position the camshaft with the valve timing gauge and check that the T D C marks are in exact alignment ENGINE Withdraw the circlips retaining the adjusting plates to the camshaft sprockets and pull the adjusting plates forward until the serrations disengage Replace the sprockets on to the flanges of camshafts and align the two holes in the adjuster plate with the two tapped holes in each camshaft flange Engage the serrations of the adjuster plates with the serrations in the sprockets Note It is most important that the holes are in exact alignment otherwise when the setscrews are fitted the camshafts will be moved out of position If difficulty is experienced in aligning the holes exactly the adjuster plates
83. o 6 firing and remove the remaining screws Jap the camshaft sprockets off the flanges of the camshafts Accurately position the camshafts with the valve timing gauge and check that the T D C marks are in exact alignment Fig 59 Showing the camshaft sprockets disconnected from the camshafts Withdraw the circlips retaining the adjusting plates to the camshaft sprockets and press the adjusting plates forward until the serrations disengage Replace the sprockets on the flanges of camshafts and align the two holes in the adjuster plate with the two tapped holes in each camshaft flange Engage the serrations of the adjuster plates with the serrations inthesprockets Note It is most important that the holes are in exact alignment otherwise when the set screws are fitted the camshafts will be moved out of position If difficulty is experienced in aligning the holes exactly the adjuster plates should be turned through 180 which due to the construction of the plate will facilitate alignment Page B 63 ENGINE we ms KE wd 1 E11 at 121724 a F ets 1a Fig 60 The valve timing gauge in position Ensure that the gauge is seated at the points indicated by the arrows Fit the circlips to the sprockets and one setscrew to the accessible holes in each adjuster plate Turn the engine until the other two holes are accessible and fit the two remaining setscrews Fig 61
84. of the flywheel is at approximately the B D C position This will ensure that the balance mark B on the flywheel is Page B 25 ENGINE Page B 26 Fig 17 Fitting the rear oil seal in line with the balance mark on the crankshaft which is a group of letters stamped on the crank throw just forward of the rear main journal Tap the two mushroom headed dowels into position fit the locking plate and flywheel securing set screws Tighten the set screws to a torque of 67 lbs ft 9 2 kgm and secure with the locking plate tabs Assemble the clutch driven plate to the flywheel noting that one side of the plate is marked Flywheel Side Centralise the driven plate by means of a dummy shaft which fits the splined bore of the driven plate and the spigot bush in the crankshaft A constant pinion shaft may be used for this purpose Fit clutch cover assembly so that the B stamped adjacent to one of the dowel holes coincides with the B stamped on the periphery of the flywheel Secure the clutch assembly with the six set screws and spring washers tightening the screws a turn at a time by diagonal selection Remove the dummy shaft FIT CYLINDER HEAD Before refitting the cylinder head it is important to observe that if the camshafts are out of phase with piston position fouling may take place between the valves and pistons It is therefore essential to adhere Fig 18 Tightening sequence for the cylinder head nut
85. oil pump Withdraw the inner and outer rotors from the oil pump body The inner rotor is pinned to the drive shaft and must not be dismantled i 9 eee Fig 35 Measuring the clearance between the inner and outer rotors Page B 48 OVERHAUL Check the clearance between lobes of the inner and outer rotors which should be 006 15 mm maximum see Fig 35 Check the clearance between the outer rotor and the pump body see Fig 36 which should not exceed 010 25 mm Check the end float of the rotors by placing a straight edge across the joint face of the body and measuring the clearance between the rotors and straight edge see Fig 37 This clearance should be 0025 06 mm and in an emergency can be restored by lapping the pump body and outer rotor on a surface plate to suit the inner rotor Lv iD E scm TN Fig 36 Measuring the clearance between the outer rotor and the pump body Fig 37 Measuring the end float of the rotors 30 Q tA M Body Rotor assembly Cover Setscrew Setscrew Washer O ring Drive shaft Bush Washer Helical gear Key Nut Fig 38 Exploded view of the oil pump 14 15 16 17 18 19 2 22 23 24 25 26 ENGINE Tab washer Coupling Dowel bolt Tab washer Oil delivery pipe Gasket Oil suction pipe Clip Strut Strut Plate Spring Split pin Page B 49 ENGINE Ex
86. om the front When withdrawing the engine ensure that the rears Page B 19 ENGINE of the camshaft covers do not foul the bonnet drain channel and that the brake pipe is not damaged REFITTING Refitting the engine is the reverse of the removal procedure Note Care must be taken to ensure that the brake pipes are not damaged at the front sub frame cross members and that the engine does not foul the torsion bar anchor brackets or displace the silver steel locating bars Replace the exhaust manifold sealing rings and if the cylinder head nuts have been removed they should be tightened to a torque of 54 Ib ft 7 4 kgm Bleed the clutch hydraulic ye KE the manual mixture Fig 11 The engine lifting plate Churchill Tool No J 8 On control and adjust the engine stabiliser later cars engine lifting straps are fitted to the cylinder head AN a r KATT ha MAA AA ARM Ee ee a f 4 maen NN TENES AS Ta NI X at A i re ei us i i F peT t H i n Hi i Qs By 3 Ad r 1 4 d a 1 n Fr i g MR LI Fig 10 Removing the engine from above Page B 20 ENGINE ENGINE TO DISMANTLE GENERAL The following instructions apply when the engine components are removed in the following sequence with the engine unit out of the chassis Dismantling of sub assemblies and the removal of individual compo nents when the eng
87. om the crank case ENGINE TO ASSEMBLE GENERAL All references in this section to the top or bottom of the engine assume the engine to be upright irres pective of the position of the unit when the reference is made References to the left or right hand side assume the engine to be upright and looking from the rear FIT DISTRIBUTOR DRIVE SHAFT BUSH If a new bush is to be fitted press the bush into the bore of the lug at front of cylinder block Ream the bush in position to a diameter of 0005 012 mm t ogos Se an FIT CRANKSHAFT Fit the main bearing shells to the top half of the main line bore in the cylinder block Lay the crank shaft in the bearing shells Fit the bottom half of the oil return thread cover to the top half which is bolted to the cylinder block behind the rear main bearing The two halves are located by hollow dowels and secured with Allen screws The clearance between the oll return thread cover and the oil return thread on the crankshaft should be 0025 to 0055 06 to 14 mm The two halves of the oil return thread cover are supplied only as an assembly together with the dowels and screws Fit the centre main bearing cap with a thrust washer white metal side outward to the recess in each side of cap Tighten down the cap and check the crank ry Ww 1403 INN Fig 14 The crankshaft thrust washers shaft end float which should be 004 to 006 10 to 15 mm The
88. on in the centre of the steering wheel to operate the horns Note The horns will not operate if ignition is off Ignition Switch Inserting the key provided in the switch and turning clockwise will switch on the ignition Never leave the ignition on when the engine has stopped a reminder of such circumstances is provided by the ignition warning light situated in the speedo meter Interior Light Switch Lift the switch lever marked Interior to illu minate the car interior Lighting Switch From Off can be rotated into two positions giving in the first location side and tail and in the second location head side and tail Panel Light Switch Lift the switch lever marked Panel to enable the instruments to be read at night and to provide illumination of the switch markings The switch has two positions Dim and Bright to suit the driver s requirements The panel lights will only operate when the side lights are switched on Starter Switch Press the button marked with the ignition switched on to start the engine Release the switch immediately the engine fires and never operate the starter when the engine is running Flashing Direction Indicator The flashers are operated by a lever behind the steering wheel To operate the flashing direction indi cators on the right hand side of the car move the lever clockwise to operate the left hand side indi cators move t
89. oor locks Page A 3 GENERAL INFORMATION GENERAL DATA DIMENSIONS AND WEIGHTS Wheel base Track Front Track Rear Overall length Overall width i m i Overall height Fixed head coup Open 2 seater e Weight dry approximate Fixed head coup Open 2 seater Turning circle Ground clearance CAPACITIES Engine refill Gearbox Rear axle Cooling system including heater Petrol tank Page A 4 8 0 2 44 m 4 2 1 27 m 4 2 1 27 m 14 7 4 45 m 5 54 1 66 m 4 01 1 22 m 3 104 1 18 m 224 cwts 1123 kg 22 cwts 1098 kg 370 11 27 m 54 140 mm Imperial L S Litres 15 pints 18 pints 8 5 m 4 1 42 2 5 1 54 JG a IBF n 18 18 14 galls 164 galls 63 64 GENERAL INFORMATION PERFORMANCE DATA The following table gives the relationship between engine revolutions per minute and road speed in miles and kilometres per hour The safe maximum engine speed is 5 500 revolutions per minute Engines must not under Any Circumstances be allowed to exceed this figure It is recommended that engine revolutions in excess of 5 000 per minute should not be exceeded for long periods Therefore if travelling at sustained high speed on motorways the accelerator should be released occasionally to allow the car to overrun for a few seconds ENGINE ENGINE ENGINE ROAD SPEED REVOLUTIONS REVOLUTIONS REVO
90. osition oil is free to flow from the port into the space dotted portion between the rotors and on the other side of the lobe shaded portion the oil is free to flow into the delivery port see Fig 34 In the second position the inner and outer rotors have rotated and caused the oil that was flowin g from the inlet port into the space between them to be cut off from the port and transferred to the enclosed space ROTATION 1502 SECOND POSITION Fig 34 Operation of eccentric rotor type oil pump Page B 47 ENGINE between the ports Similarly the space which en closed oil free to flow to the delivery port in the first position has decreased in size in the second position and thus caused this oil to flow into the delivery port The action of the pump is then a repetition of the above oil flowing into the space between the rotors from the inlet port under atmospheric pressure and being discharged into the delivery port by reason of the space in which it is contained decreasing in size as it passes over the port REMOVAL Remove the sump as described on page B 50 Detach the suction and delivery pipe brackets and withdraw the pipes from the oil pump Tap back the tab washers and remove the three bolts which secure the oil pump to the front main bearing cap Withdraw the oil pump and collect the coupling sleeve at the top of the drive shaft DISMANTLING Unscrew the four bolts and detach the bottom cover from the
91. oved 1045 Fig 23 When fitting a camshaft the keyway must be at 90 to the camshaft cover face ENGINE Turn back the engine to the T D C position with No 6 firing and remove the two remaining setscrews Tap the sprockets off their respective camshaft flanges Release the eight nuts securing the bearing caps a turn at a time Remove the nuts spring washers and D washers from the bearing studs Remove the bearing caps noting that the caps and cylinder head are marked with corresponding numbers Also note that the bearing caps are located to the lower bearing housings with hollow dowels If the same bearing shells are to be replaced they should be fitted to their original positions The camshaft can now be lifted out from the cylinder head Fig 24 Showing the corresponding numbers on the bearing cap and cylinder head REFITTING Check that No 6 front piston is exactly on T D C on the compression stroke firing position that is with the distributor rotor opposite No 6 cylinder segment Fig 19 Replace the shell bearings in their original posi tions if the same bearings are being refitted Replace each camshaft with the keyways in the front bearing flange at 90 to the adjacent cover face using the valve timing gauge Refit the bearing caps to their respective positions and the D washers spring washers and nuts Tighten down the bearing caps evenly a turn at a time Finally tighten the n
92. pers are controlled by a three position switch marked Wiper Lift the switch to the second position Slow which is recommended for all normal adverse weather conditions and snow For conditions of very heavy rain and for fast driving in rain lift the switch 1o the third position Fast This position should not be used in heavy snow or with a drying windscreen that is when the load on motor is in excess of normal the motor incorporates a protective cut out switch which under conditions of excessive load cuts off the current supply until normal conditions are restored When the switch is placed in the position the wipers will automatically return to a position along the lower edge of the screen Page 11 GENERAL INFORMATION Windscreen Washer The windscreen washer is electrically operated and comprises a glass water container mounted in the engine compartment which is connected to jets at the base of the windscreen Water is delivered to the Jets by an electrically driven pump incorporated in the water container Operation The windscreen washer should be used in conjunc tion with the windscreen wipers to remove foreign matter that settles on the windscreen Lift the switch lever marked Washer and release immediately when the washer should operate at once and continue to function for approximately seven seconds Allow a lapse of time before operating the switch a second time For full instruction
93. plit cotters Remove the collars valve springs and spring seats Repeat for the remaining five cylinders Valves are numbered and must be replaced in their original loca tions No 1 cylinder being at the rear that is the flywheel end DECARBONISE AND GRIND VALVES Remove all traces of carbon and deposits from the combustion chambers from the induction and exhaust ports The cylinder head is of aluminium alloy and great care should be exercised not to damage this with scrapers or sharp pointed tools Use worn emery cloth and paraffin only Thoroughly clean the water passages in the cylinder head Clean the carbon deposits from the piston crowns and ensure that the top face of the cylinder block is quite clean parti cularly round the cylinder head studs Remove any pitting in the valve seats using valve seat grinding equipment Reface the valves if necessary using valve grinding equipment grind the valves to the seats using a suction valve grinding tool Clean the sparking plugs and set gaps if possible use approved plug cleaning and testing equipment Clean and adjust distributor contact breaker points VALVE CLEARANCE ADJUSTMENT Thoroughly clean all traces of valve grinding compound from the cylinder head and valve gear Page B 29 ENGINE Assemble the valves to the cylinder head When checking the valve clearances the camshafts must be fitted one at a time as if one camshaft is rotated when the other camshaft is in positio
94. required If the engine has been run immediately prior to making an oil level check wait one minute after switching off before checking the oil level bye Gera GAMLA AAA YA A 100 MITTIT Vr Co x Fig 1 Engine dipstick Note Almost all modern engine oils contain special additives and whilst it is permissible to mix the recominended brands it is undesirable If itis desired to change from one brand to another this should be done when the sump Is drained and the Oil Company s recommendation in regard to flushing procedure should be followed C Y A G 1451 Fig 2 Engine oil filler Page B 14 EVERY 2 500 MILES 4 000 KM Changing the Engine Oil Note Under certain adverse operating conditions conducive to oil dilution and sludge formation more frequent oil changing than the normal 2 500 mile 4 000 km period is advised Where the car is used mainly for low speed city driving stop start driving particularly in cold weather or in dusty territory the oil should be changea at least every 1 000 miles 1 600 km The draining of the sump should be carried out at the end of a run when the oil 1s hot and therefore will flow more freely The drain plug is situated at the right hand rear corner of the sump When the engine oil is changed the oil filter which is situated on the right hand side of the engine must also receive attention First drain the oil from the filter by removing t
95. ried out the adjusting pads must be refitted to their original positions OVERHAUL Examine the tappets and tappet guides for signs of wear The diametrical clearance between the tappet and tappet guide should be 0008 to 0019 02 to 05 mm Examine the adjusting pads for signs of indentation Renew if necessary with the appropriate size when making valve clearance adjustment on re assembly Tappet Guide Replacement If it is found necessary to replace the tappet guides they must be fitted in accordance with the following instructions and only genuine factory replacement parts used 1 Remove the old tappet guide by boring out until the guide collapses Take care not to damage the bore for the guide in the cylinder head 2 Carefully measure the diameter of the tappet guide bore in the cylinder head at room tempera ture 68 F 20 C 3 Grind down the 1 643 41 73 mm outside diameter of tappet guide to a diameter of 003 08 mm larger than the tappet guide bore dimension that is to give an interference fit of 003 08 mm 4 Also grind off the same amount from the lead in at the bottom of tappet guide The reduction in diameter from the adjacent diameter should be 0032 to 0057 08 to 14 mm 5 Heat the cylinder head in an oven for half an hour from cold at a temperature of 300 F 150 C 6 Fit the tappet guide ensuring that the lip at top of guide beds evenly in the recess 7 After
96. rming up In very cold weather run the engine at 1 500 r p m with Page A 16 the car stationary until a rise in temperature 1s 1ndi cated on the temperature gauge Driving a Careful adherence to the Running in Instruc tions given will be amply repaid by obtaining the best performance and utmost satisfaction from the car b The habit should be formed of reading the oil pressure gauge water temperature gauge and ammeter occasionally as a check on the correct functioning of the car Should an abnormal reading be obtained an investigation should be made immediately c Always start from rest in first or second gear on a hill always use first gear To start in a higher gear willcause excessive clutch slipand premature wear Never drive with a foot resting on the clutch pedal and do not keep the clutch depressed for long periods in traffic d The synchromesh gearbox provides syn chronized change in second third and top When changing gear the movement should be slow and deliberate When changing down a smoother gear change will be obtained if the accelerator is left depressed to pro vide the higher engine speed suitable to the lower gear Always fully depress the clutch pedal when changing gear e Gear changing may be slightly stiff on a new car but this will disappear as the gearbox becomes run in f Always apply the footbrake progressively fierce and sudden application is bad for the car and tyres The ha
97. rner of the sump as shown in Fig 39 Note It may be necessary to slacken the engine stabiliser washers to allow the engine to be raised at the rear before the sump can be removed REFITTING Scrape off all traces of old gaskets or sealing compound from the joint faces of the sump and crankcase Always fit new gaskets and rear oil seal when refitting the sump If time permits roll the rear oil seal into a coil and retain with string for a few hours This will facilitate the fitting of the seal to its semi circular recess Ensure that the short setscrew is fitted to the right hand front corner of the sump Fig 39 Showing the location of the short setscrew PISTONS AND GUDGEON PINS The pistons are made from low expansion aluminium alloy and are of the semi split skirt type The pistons have three rings each two compression and one oil control The top compression ring only is Page B 50 chromium plated both the top and second compression rings have a tapered periphery The fully floating gudgeon pin is retained in the piston by a circlip at each end ENGINE REMOVAL As the pistons will not pass the crankshaft it will be necessary to withdraw the pistons and connecting rods from the top Proceed as follows Remove Cylinder Head Remove the cylinder head as described on page B 41 Remove Sump Remove the sump as described on page B 50 Remove Piston and Connecting Rod Remove the split pins from the
98. rtments Conversion Tables INDEX Page A 3 4 A 4 5 A 8 9 A 14 A 16 A 17 A 18 A 19 A 20 A 21 GENERAL INFORMATION CAR IDENTIFICATION It is imperative that the Car and Engine numbers together with any prefix or suffix letters are quoted in any correspondence concerning this vehicle If the unit in question is the Gearbox the Gearbox number and any prefix or suffix letters must also be quoted This also applies when ordering spare parts Car Number T T Stamped on the right hand frame cross member above hydraulic damper mounting Engine Number ih T i T Stamped on the right hand side of the cylinder block above the oil filter and at the front of the cylinder head casting 8 or 9 following the engine number denotes the compression ratio _ mE M E Fe Dm i mer aL Emu TET TT ii ity i il HE Lh nd Ma WRATH TNT n Hl M di AON Fig I The identification numbers are also stamped on a plate situated in the engine compartment Gearbox Number 5 is 5 Stamped a shoulder at the left hand rear corner of the gearbox casing and on the top cover Body Number si si Kx Stamped on a plate attached to the right hand side of the scuttle Key Numbers EG The keys provided operate the ignition switch and d
99. s to the following procedure before fitting the cylinder head Check that the grooves in the front flanges of the camshafts are vertical to the camshaft housing face and accurately position by engaging the valve timing gauge If it is found necessary to rotate one of the camshafts the other camshaft must either be removed or the bearing cap nuts slackened to their fullest extent to allow the valves to be released Turn No 6 front piston to the top dead centre position with the widest portion of the distributor drive shaft offset positioned as shown in Fig 16 Do NOT rotate the engine or camshafts until the camshaft sprockets have been connected to the cam shafts Fit the two camshaft sprockets complete with adjuster plates and circlips to the top timing chain and enter the guide pins in the slots in the front mounting bracket Fit the cylinder head gasket taking care that the side marked Top is uppermost Fit the cylinder head complete with manifolds to the cylinder block Note that the second cylinder head stud from the front on the left hand side is a dowel stud Fit the sparking plug lead carrier to the 3rd and 6th stud on the right hand side Fit plain washers to these and the two front stud positions and D washers to the remaining studs Tighten the fourteen large cylinder head dome nuts a part of a turn at a time to a torque of 54 Ib ft 7 5 kgm in the order shown in Fig I8 Also tighten the six nuts securi
100. s at the exhaust manifold flanges and the bolts from the five body mountings and withdraw the exhaust system from below Remove the small asbestos heat shield attached to the rear engine mounting plate Support the engine either by slinging or on a lifting plate as described in Engine Removal page B 19 ym T D Q PM UT Th 1 f 3 le m Hi 777 i j A NS Fig 63 The engine rear mounting plate Remove the self locking nuts securing the lower ends of the rear engine mountings to the mounting plate through the holes in the plate Remove the five bolts securing the mounting plate to the body and withdraw the plate Remove the propeller shaft tunnel cover and the gearbox cowl as described in Engine Removal page B 19 Remove the self locking nuts securing the top ends of the engine mountings to the gearbox rear cover Withdraw the rear engine mountings from below Refitting Refitting is the reverse of the removal procedure New exhaust manifold sealing rings should be fitted AIR CLEANER The air cleaner 1s of the paper element type mounted on the right hand side of the engine compartment and connected to the carburetters by means of an elbow trumpet plate Servicing instructions are given in Routine Maintenance on page B 17 REMOVAL Unscrew the two butterfly nuts at the carburetter trumpet plate Remove the air cleaner elbow Un fasten the three spring c
101. s become low provided the ignition is As the warning light is also illuminated when the handbrake is applied the handbrake must be fully released before it is assumed that fluid level is low If with the ignition and the handbrake fully released the warning light is illuminated the brake fluid must be topped up and the reason for the loss investigated and corrected immediately IS ESSENTIAL that the correct specification of brake fluid be used when topping up As the warning light is illuminated when the hand brake is applied and the ignition is a two fold purpose is served Firstly to avoid the possibility of driving away with the handbrake applied Secondly as a check that the warning light bulb has not blown if on first starting up the car with the handbrake fully applied the warning light does not become illuminated the bulb should be changed immediately CONTROLS AND ACCESSORIES Accelerator Pedal Controls the speed of the enpine Brake Pedal Operates the vacuum servo assisted disc brakes on all four wheels Clutch Pedal Connects and disconnects the engine and the transmission Never drive with the foot resting on the pedal and do not keep the pedal depressed for long periods in traffic Never coast the car with a gear engaged and clutch depressed Headlamp Dipper Situated on the facia panel behind the steering wheel The switch is of the flick over type and if
102. s exactly the adjuster plates should be turned through 180 which due to the construction of the plate will facilitate alignment Fit the circlips to the sprockets and one setscrew to the accessible hole in each adjuster plate Turn the engine until the other two holes are accessible and fit the two remaining setscrews Finally recheck the timing chain tension and valve timing in this order Secure the four setscrews retaining the camshaft sprockets with new locking wire ENGINE Fit Cylinder Head Oil feed Pipe Fit the cylinder head oil feed pipe from the tapped hole in the main oil gallery to the two tapped holes in the rear of the cylinder head Secure the pipe with the three banjo bolts with a new copper washer fitted to both sides of each banjo Fit Camshaft Covers Fit each camshaft cover to the cylinder head using a new gasket Fit the eleven copper washers and dome nuts to the cover retaining studs but do not tighten fully Fit the revolution counter generator and flanged plug to the rear of left hand and right hand camshaft covers respectively with the rubber sealing rings seated in the recesses provided and secure with the setscrews and copper washers Tighten fully the dome nuts securing the camshaft covers Note on Refitting When refitting the throttle linkage note that the backing plate is offset and ensure that the backing plate assembly is aligned correctly before tightening up The remainder of the re assemb
103. s not recommended and under such circumstances a new crankshaft should be obtained Page B 34 New crankshaft thrust washers should be fitted these being in two halves located in recesses in the centre main bearing cap Fit the main bearing cap with a thrust washer white metal side outwards to the recess in each side of the cap Tighten down the cap and check the crankshaft end float which should be 004 to 006 10 to 15 mm The thrust washers are supplied in two thicknesses standard and 004 10 mm oversize and should be selected to bring the end float within the required limits It is permissible to fit a standard size thrust washer to one side of the main bearing cap and an oversize washer to the other Oversize thrust washers are stamped 004 on the steel face Ensure that the oil passages in the crankshaft are clear and perfectly clean before re assembling If the original crankshaft is to be refitted remove the Allen headed plugs in the webs which are secured by staking and thoroughly clean out any accumulated sludge with a high pressure jet followed by blowing out with compressed air After refitting the plugs secure by staking with a blunt chisel REFITTING Proceed as detailed under Engine To Assemble on page B 23 ENGINE CRANKSHAFT DAMPER AND PULLEY A torsional vibration damper is fitted at the front end of the crankshaft The damper consists of a malleable iron ring bonded to a thi
104. s on the use of the Windscreen Washing Equipment see Section Heating and Ventilating Equipment The car heating and ventilating equipment consists of a heating element and an electrically driven fan mounted on the engine side of the bulkhead Air from the heater unit is conducted a To a built in duct fitted with two doors situated behind the instrument panel b To vents at the bottom of the windscreen to provide demisting and defrosting The amount of fresh air can be controlled at the will of driver and is introduced into the system by operating the Air control lever and switching on the fan For full instruction on the use of the Heating and Ventilating Equipment see Section Steering Column Adjustment for Rake The steering column can be adjusted for rake To adjust release nut and bolt at the top of the column located behind the instrument panel and adjust to suit requirements Re tighten nut fully after adjust ment Page A 12 Fig 8 Steering column adjustment for rake Bonnet Lock Early Cars The bonnet is locked by means of the two locks situated at the sides of the bonnet Fig 9 Unlccking the bonnet early cars To open the bonnet insert the T handle key provided in the lock and on the right hand side turn key clockwise and on the left hand side turn key anti clockwise This will release the bonnet which will now be retained by the safety catch Insert the fin
105. sconnect the top water hose and by pass hose from the front of the inlet manifold water jacket Remove the high tension leads from the sparking plugs and the lead carrier from the cylinder head studs Fig 30 Removal of the engine breather Disconnect the wires from the ignition coil and remove the coil Remove the sparking plugs Disconnect the exhaust manifolds from the engine Disconnect the two camshaft oil feed pipe unions from the rear of the cylinder head Disconnect the heater box from the rear of the inlet manifold water jacket Disconnect the heater pipe clips from the inlet manifold lower securing nuts Page B 4 ENGINE Disconnect the cable from the water temperature gauge bulb in the inlet manifold water jacket Slacken the clip and remove the vacuum servo pipe from the connection at the rear of the inlet manifold Remove the eleven dome nuts from each camshaft cover and lift off the covers Remove the four nuts securing the breather housing to the front of the cylinder head and withdraw the housing and breather pipe observing the position of the baffle plate with the two holes vertical Release the tension on the top timing chain by slackening the nut on the eccentric idler sprocket shaft depressing the spring loaded stop peg and rotating the serrated adjuster plate clockwise Break the locking wire on the two setscrews securing the camshaft sprocket to the respective camshafts Remove one setscrew only
106. should be turned through 180 which due to the construction of the plate will facilitate align ment Fit the circlips to the sprockets and one setscrew to the accessible hole in each adjuster plate Turn the engine until the other two holes are accessible and fit the two remaining setscrews Finally recheck the timing chain tension and timing in this order Secure the four setscrews retaining the camshaft sprockets with new lock wire FIT CYLINDER HEAD OIL FEED PIPE AND OIL FILTER Fit the cylinder head oil feed pipe from the tapped hole in the main oil gallery to the two tapped holes in the rear of the cylinder head Secure the pipe with the three banjo bolts with a copper washer fitted to both sides of each banjo Fit the oil filter head to the cylinder block with the four setscrews and copper washers New gasket s must always be fitted between the filter and cylinder block Fit the short length of flexible hose between the oil filter head and the oil sump and tighten two hose clips FIT CRANKSHAFT DAMPER AND PULLEY Fit a Woodruff key to the crankshaft and the split cone Fit the split cone to the crankshaft with the widest end towards the timing cover Fit the damper to the cone and secure with the flat washer chamfered side outwards and large bolt FIT WATER PUMP Fit the water pump to the timing cover with a new gasket and secure with six bolts three nuts and spring washers Page B 27 ENGINE FIT DYNAMO AND WAT
107. side of the plate is marked Flywheel Side Centralise the driven plate by means of a dummy shaft which fits the splined bore of the driven plate and the spigot bush in the crankshaft A constant pinion shaft may be used for this purpose Fit clutch cover assembly so that the B stamped adjacent to one of the dowel holes coincides with the B stamped on the periphery of the flywheel Secure the clutch assembly with the six setscrews and spring washers tightening the screws a turn at a time by diagonal selection Remove the dummy shaft IGNITION TIMING Set the micrometer adjustment in the centre of the scale Rotate the engine until the rotor arm approaches the No 6 front cylinder segment in the distributor cap Fig 19 Slowly rotate the engine until the ignition timing Page B 44 scale on the crankshaft damper is the appropriate number of degrees before the pointer on the sump Ignition Settings Connect a 12 volt test lamp with one lead to the distributor terminal or the CB terminal of the ignition coil and the other to a good earth Slacken the distributor plate pinch bolt Switch on the ignition Slowly rotate the distributor body until the points are Just breaking that is when the lamp lights up with the fibre heel leading the appropriate cam lobe in the normal direction of rotation Tighten the distributor plate pinch bolt A maximum of six clicks on the vernier adjustment from this setting
108. studs but do not tighten fully Fit the revolution counter generator and flanged plug to the rear of right hand and left hand camshaft covers respectively with the rubber sealing rings seated in the recesses provided Secure with the setscrews and copper washers Tighten fully the dome nuts securing the camshaft covers FIT STARTER Fit the starter motor to the clutch housing with the two bolts nuts and spring washers FIT GEARBOX Fit the gearbox and clutch housing to the rear of the crankcase with setscrews and shakeproof washers Fit the support brackets to each side at the bottom face of the crankcase with two bolts nuts and spring washers and to the clutch housing with three bolts nuts and shakeproof washers DECARBONISING AND GRINDING VALVES REMOVE CYLINDER HEAD Remove the cylinder head as described on page B 41 REMOVE VALVES With the cylinder head on the bench remove the inlet manifold and the revolution counter generator Remove the four bearing caps from each camshaft and lift out the camshaft note mating marks on each bearing cap Remove the twelve tappets and adjusting pads situated between tappets and valve stems Lay out the tappets and pads in order to ensure that they can be replaced in their original guides Obtain a block of wood the approximate size of the combustion chambers and place this under the valve heads in No 1 cylinder combustion chamber Press down the valve collars and extract the s
109. the appropriate valve tappet _ ws mrd p TEA uy C E A me SUNE du i Fig 56 Fitting the valve springs utilizing the valve spring compressing tool Churchill tool No J 6118 Correct valve clearances are Normal Touring Use Inlet ER 004 10 mm Exhaust 006 15 mm Racing Inlet ok 3006 CIS mms Exhaust 010 25 mm Adjusting pads are available rising in 001 03 mm sizes from 085 to 110 2 16 to 2 79 mm and are etched on the surface with the letter A to Zi each letter indicating an increase in size of 001 03 mm Should any valve clearance require correc tion remove the camshaft tappet and adjusting pad Observe the letter etched on the adjusting pad ENGINE if visible If the letter is not visible measure the pad with a micrometer and should the recorded clearance for this valve have shown say 002 05 mm excessive cleerance select a new adjusting pad bearing a letter two lower than the original pad As an example assume that No 1 inlet valve clearance is tested and recorded as 007 18 mm On removal of the adjusting pad if this is etched with the letter D then substitution with a pad bearing the letter G will correct the clearance for No inlet valve Valve Adjusting Pads ins mm A 085 2 16 B 086 2 18 087 2 2 D 088 2 23 E 089 2 26 F 090 2 29 G 091 2 31 H 092 2 34 I 093
110. the firing position that is with the distributor rotor opposite No 6 cylinder segment before fitting the camshafts Note As the valves in the fully open position protrude below the cylinder head joint face the cylinder head must not be placed joint face downwards directly on a flat surface support the cylinder head on wooden blocks one at each end REMOVAL Remove the bonnet as described in Section N Body Drain the cooling system by turning the radiator drain tap opening the cylinder block drain tap and removing the header tank filler cap Conserve the coolant if anti freeze is in use Disconnect the battery Remove the wing nuts and remove the air cleaner elbow from the top of the air cleaner Disconnect the accelerator shaft from the ball joint on the throttle spindle Remove the setscrews from the backing plate and from the bush carrying plate Ensure that the push in cage nuts do not fall out of the bulkhead Turn the throttle spindle to the fully open position and remove the short spindle from the ball joint socket Disconnect the distributor vacuum advance pipe from the front carburetter Disconnect the petrol feed pipe at the float chamber unions Remove the clip attaching the overflow pipes from the float chambers to the oil filter mounting bolt Disconnect the mixture control inner and outer cable Disconnect the cables from the revolution counter generator at the rear of the cylinder head Di
111. the main oil gallery should be removed and the cylinder block oilways and the crankcase interior thoroughly cleaned After cleaning paint the crankcase interior with heat and oil resisting paint 3 550 90 17 MM 3420 86 85 MM p Fig 29 Stepped block for cylinder liner removal ENGINE THE CYLINDER HEAD The cylinder head is manufactured of aluminium alloy and has machined hemispherical combustion chambers Cast iron valve seat inserts tappet guides and valve guides are shrunk into the cylinder head castings Warning Before carrying out any work on the cylinder head the following points should be observed to avoid possible fouling between a the inlet and exhaust valves and b the valves and pistons 1 Do NOT rotate the engine or the camshafts with the camshaft sprockets disconnected If with the cylinder head removed from the engine it is required to rotate a camshaft the other camshaft must either be removed or the bearing cap nuts slackened to their fullest extent to allow the valves to be released 2 When fitting the camshafts to the cylinder head ensure that the keyway in the front bearing flange of each camshaft is perpendicular at 90 to the adjacent camshaft cover face before tightening down the camshaft bearing cap nuts If this operation is being carried out with the cylinder head fitted to the engine rotate the engine until No 6 front piston is on Top Dead Centre in
112. the right hand side of the engine and it is advisable when removing the filter canister to catch any escaping oil Unscrew the centre bolt and remove the canister and element from beneath the car retaining the rubber sealing ring Empty out the oil thoroughly wash out the canister with petrol and allow to dry before inserting a new element When refitting the canister inspect the rubber sealin g ring and renew it if necessary Ensure that the rin g is seating correctly in the groove between the canister and the filter head before tightening the centre bolt THE OIL PUMP The oil pump is of the eccentric rotor type and consists of five main parts the body the driving spindle with the inner rotor pinned to it the outer rotor and the cover which is secured to the main body by four bolts finally being secured to the engine with additional dowel bolts The inner rotor has one lobe less than the number of internal segments in the outer rotor The spindle centre is eccentric to that of the bore in which the outer rotor is located thus the inner rotor is able to rotate within the outer and causes the outer rotor to revolve The inlet connection is positioned in the pump cover and the outlet connection DIRECTION OF INLET PORT OUTLET PORT FIRST POSITION in the body These are both connected to the ports in the pump Consider the oil flow with the lobes of the inner rotor lying along the line of eccentricity In this p
113. the tab washers and unscrew the three bolts securing the oil pump to the front main bearing cap The oil pump can now be withdrawn Remove the coupling shaft from the squared end of the distributor and oil pump drive shaft REMOVE PISTONS AND CONNECTING RODS As the pistons will not pass the crankshaft it will be necessary to withdraw the pistons and connecting rods from the top Remove the split pins from the connecting rod bolt nuts and unscrew nuts Remove the connecting rod cap noting that the corresponding cylinder numbers on the connecting rod and cap are together Withdraw the piston and connecting rod from top of cylinder block Note Split skirt pistons MUST be fitted with the split opposite to the thrust side that is with the split on the left hand or exhaust side of the engine To facilitate correct fitting the pistons crowns are marked Front REMOVE TIMING COVER Remove the set bolts securing the timing cover to the front face of the cylinder block Remove the timing cover noting that the cover is located to the cylinder block by two dowels REMOVE TIMING GEAR ASSEMBLY When removing the bottom timing chain tensioner from the engine remove the hexagon head plug and tab washer from the end of the body Insert an Allen key into the hole until it registers in the end of the restraint cylinder Turn the Allen key clockwise until the restraint cylinder can be felt to be fully retracted within the body The adjuster h
114. the temperature of the coolant by means of a bulb screwed into the inlet manifold water jacket Fuel Level Gauge Records the quantity of fuel in the supply tank Readings will only be obtained when the ignition is switched on An amber warning light situated in the speedometer lights up intermittently when the petrol level in the tank becomes low When the petrol is almost exhausted the warning light operates con tinuously Note After switching on a period of approximately 20 seconds will elapse before the correct reading is obtained Electric Clock The clock is built in the revolution counter instru ment and is powered by the battery The clock hands may be adjusted by pushing up the winder and rotating Starting is accomplished in the same manner Revolution Counter Records the speed of the engine in revolutions per minute Page A 8 Speedometer Records the vehicle speed in miles per hour total mileage and trip mileage kilometres on certain export models The trip figures can be set to zero by pushing the winder upwards and rotating clockwise Headlamp Warning Light A red warning light marked Headlamps situated in the speedometer lights up when the headlamps are in full beam position and is automatically extinguished when the lamps are in the dipped beam position Ignition Warning Light A red warning light marked Ignition situated in the speedometer lights up when the ignition is switched
115. the tunnel cover Turn back the carpet Withdraw the plastic gear box bellows having removed the six drive screws Remove trim and screws securing the gearbox cover Remove gearbox cover and the gear lever Remove the engine rear mounting plate Remove the four bolts and self locking nuts securing the front propeller shaft universal joint to the gearbox flange Remove the torsion bar reaction tie plate from beneath the car using either a ramp or pit Remove the two cables from the reverse light switch on the gearbox top cover When refitting these cables can be fitted to either terminal Remove the engine earth strap from the left hand side member Disconnect the clutch slave cylinder Support the engine by means of lifting tackle utilizing the lifting straps later cars or the engine lifting plate Churchill Tool No J 8 in the case of early cars and by inserting the trolley jack under the gearbox from the front of the car Remove the self locking nut and stepped washer from the engine stabiliser Remove the bolts from the front engine mountings Remove the speedometer cable Raise the engine on the lifting tackle and keeping the engine level move it towards the front of the car ensuring that the water pump pulley clears the sub frame top cross member and that the bell housing clears the anchor brackets at the rear of the torsion bars Gradually lifting the front of the engine and lowering the rear withdraw the engine fr
116. ture has fallen below approximately we For full information on the Radiator Fan see Cooling System Section D Interior Driving Mirror Open 2 seater This is of the dipping type Move lever situated under mirror forward for night driving to avoid being dazzled by the lights of a following car Interior Driving Mirror Fixed Head Coupe This is of the dipping type Move lever situated under the mirror to the left for night driving to avoid being dazzled by the lights of a following car Fuel Tank Filler The fuel tank filler is situated in a recess in the left hand rear wing and is provided with a hinged Cover Page A 13 GENERAL INFORMATION Luggage Compartment Open 2 seater The luggage compartment is unlocked by pulling the black knob situated inside the car on seat back panel right hand side i Fig 12 Luggage compartment lock control Open 2 seater Luggage Compartment Fixed Head Coupe The luggage compartment is unlocked by lifting the recessed chromium plated lever situated in body trim panel beside right hand seat To operate insert finger in recess and lift out lever to full extent Retain the lid in the open position by means of the prop Seat Back Panel The back panel behind the seat normally serves as a partition between the driving and luggage compart ment The panel can be lowered to give an increased boot floor area if required for extra storage To lower panel rele
117. ugal advance mecha nism by injecting a few drops of engine oil through the aperture at the edge of the contact breaker base plate Distributor Contact Breaker Points Check the gap between the contact points with feeler gauges when the points are fully opened by one of the cams on the distributor shaft A combined screwdriver and feeler gauge is provided in the tool kit The correct gap 014 016 36 41 mm es S wot 05 Fig 5 Lift off the rotor arm nd applv a few drops of oil around the screw A Apply one drop of vil to post B Lightly smear the cam C with grease If the gap 1s incorrect slacken the two screws A Fig 6 securing the fixed contact plate and turn the eccentric headed adjustment screw B in its slot until the required gap is obtained Tighten the securing screws and re check the gap Examine the contact breaker points If the contacts are burned or blackened clean them with a fine carborundum stone or very fine emery cloth After J z poe ns D i i a d ns 1 as 2597 RE G ATUM Ut Fig 6 Checking the gap between the distributor contact points The two screws A secure the fixed contact plate the contact gap is adjusted by means of the eccentric headed screw B Page B 15 ENGINE wards wipe away any trace of grease or metal dust with a petrol moistened cloth Cleaning of the contacts is made easier if the contact breaker lever carrying t
118. uts to a torque of 15 Ib ft 2 0 kgm Set the valve timing as described on page B 63 OVERHAUL It is unlikely except after very high mileages to find wear in the camshafts and camshaft bearings Ihe camshaft bearings are of the precision shell type and under no circumstances should these be hand scraped or the bearing caps filed Undersize bearings are not supplied 33 ENGINE THE CRANKSHAFT The counterbalanced crankshaft is of manganese molybdenum steel and is supported in seven precision shell bearings End thrust of the crankshaft is taken on two semi circular white metal faced steel thrust washers fitted in recesses in the centre main bearing cap A torsional vibration damper is fitted at the front end of the crankshaft Initially the crankshaft is itself balanced both statically and dynamically and is then re balanced as an assembly with the flywheel and clutch unit attached REMOVAL Proceed as detailed under Engine To Dismantle on page B 21 OVERHAUL Regrinding of the crankshaft journals is generally recommended when wear or ovality in excess of 003 08 mm is found Factory reconditioned crankshafts are available on an exchange basis subject to the existing crankshaft being fit for satis factory reconditioning with undersize main and big end bearings 010 25 mm 020 5I mm 030 76 mm and 040 1 02 mm Grinding beyond the limits of 040 1 02 mm i
119. ve the four dome nuts securing the breather housing and withdraw housing Release the tension on the camshait chein by slackening the nut on the eccentric idler sprocket shaft depressing the spring loaded stop peg and rotating serrated adjuster plate clockwise Anti clockwise rotation of the serrated adjuster viewed from the front of the engine tightens the chain Break the locking wire on the two setscrews securing the camshaft sprockets to their respective camshafts Remove the setscrews and withdraw the sprockets from the camshafts with chain in position Having i 1 l way Qm 2 HOLES via zm POSITION OF PEGS IMPORTANT Me j m M LZ fy GRIND Pels 1398 AWAY ji ee IE et Fig 13 The top timing chain adjusting tool Page B 21 ENGINE once disconnected the camshaft sprockets do NOT rotate the engine or camshafts Slacken the fourteen cylinder head dome nuts and six nuts securing the front of the cylinder head a part of a turn at a time in the order shown in Fig 18 until the nuts become free Lift off the cylinder head complete with exhaust manifold and inlet manifolds Remove and scrap the cylinder head gasket REMOVE CLUTCH AND FLYWHEEL Unscrew the six setscrews securing the flange of the clutch cover to the flywheel and remove the clutch assembly Note the balance marks B stamped on the clutch cover and on the edge of the flywheel Knock back the tabs of locking plat
120. voltage supplied to the sparking plug and cause misfiring If fouling is evident in only a few cylinders sticking valves may be the cause Excessive idling slow speeds or stop and go driving can also keep the plug temperatures so low that normal combustion deposits are not burned off In the latter case hotter plugs may be installed Burned or Overheated Condition This condition is usually identified by a white burned or blistered insulator nose and badly eroded electrodes Inefficient engine cooling and improper Fig 48 Badly burned sparking plug ignition timing can cause general overheating Severe service such as sustained high speed and heavy loads can also produce abnormally high temperatures in the combustion chamber which necessitate the use of colder sparking plugs File the sparking surfaces of the electrodes by means of a point file If necessary open the gaps slightly and file vigorously enough to obtain bright clean parallel surfaces For best results hold the plug in a vice Reset the gaps using the bending fixture of the Champion Gap Tool Do not apply pressure on the centre electrode as insulator fractures may result Use the bending fixture to obtain parallel sparking surfaces for maximum gap life Visually inspect all sparking plugs for cracked or chipped insulators Discard all plugs with insulator fractures Test the sparking ability of a used sparking plug on a comparator Clean the threads by m
121. xamine the gaskets to see if the sparking plugs were properly installed If the gaskets were excessively compressed installed on dirty seats or distorted leakage has probably occurred during service which would tend to cause overheating of the sparking plugs Gaskets properly installed will have flat clean surfaces Gaskets which are approximately one half their original thickness will be satisfactory but thinner ones should be renewed Examine the firing ends of the sparking plugs noting the type of the deposits and the degree of electrode erosion The typical conditions illustrated may indicate the use of a sparking plug with an incorrect heat range or faulty engine and ignition system opera ENGINE The pistons must be fitted with split on the left hand or exhaust side of the engine To facilitate correct fitting the piston crowns are marked Front see Fig 42 Use a piston ring clamp when entering the rings into the cylinder bore The cap must be fitted to the connecting rod so that the cylinder numbers stamped on each part are on the same side Tighten the connecting rod nuts to a torque of 37 Ib ft 5 1 kgm PLUGS tion Remember that if sufficient voltage is not delivered to the sparking plug no type of plug can fire the mixture in the cylinder properly Normal Condition Look for powdery deposits ranging from brown to greyish tan Electrodes may be worn slightly These are signs of a sparking plug of the corr

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