ROVER 214 User Manual

Loading...

Rover 214 & 414

Service and Repair Manual

Mark Coombs and Christopher Rogers

Models covered

(1689-288-9AA3)

Rover 214 and 414 models fitted with eight or sixteen-valve 1397 cc ‘K-series’ engine

Covers major mechanical features of Cabriolet

Does not cover Diesel engine models

© Haynes Publishing 1997

 

 

Printed by J H Haynes & Co. Ltd, Sparkford, Nr Yeovil,

A book in the Haynes Service and Repair Manual Series

Somerset BA22 7JJ

All rights reserved. No part of this book may be reproduced or transmitted

Haynes Publishing

Sparkford, Nr Yeovil, Somerset BA22 7JJ, England

in any form or by any means, electronic or mechanical, including

 

photocopying, recording or by any information storage or retrieval system,

Haynes North America, Inc

without permission in writing from the copyright holder.

861 Lawrence Drive, Newbury Park, California 91320, USA

ISBN 1 85960 458 7

Editions Haynes S.A.

147/149, rue Saint Honoré, 75001 PARIS, France

 

British Library Cataloguing in Publication Data

Haynes Publishing Nordiska AB

A catalogue record for this book is available from the British Library.

Fyrisborgsgatan 5, 754 50 Uppsala, Sverige

1689 Rover 214 & 414 Updated Version 09/97

Contents

REPAIRS AND OVERHAUL

Engine and Associated Systems

Engine in-car repair procedures

Page

2A•1

Engine removal and general overhaul procedures

Page

2B•1

 

 

 

Cooling, heating and ventilation systems

Page

3•1

 

 

 

Fuel and exhaust systems - carburettor engines

Page

4A•1

 

 

 

Fuel and exhaust systems - single-point fuel injected engines

Page

4B•1

 

 

 

Fuel and exhaust systems - multi-point fuel injected engines

Page

4C•1

 

 

 

Emission control systems

Page

4D•1

 

 

 

Ignition system - carburettor engines

Page

5A•1

 

 

 

Ignition system - fuel injected engines

Page

5B•1

 

 

 

Starting and charging systems

Page

5C•1

 

 

 

Transmission

Clutch

Page

6•1

Gearbox

Page

7•1

 

 

 

Driveshafts

Page

8•1

 

 

 

Brakes and Suspension

Braking system

Page

9•1

Suspension and steering

Page

10•1

 

 

 

Body Equipment

Bodywork and fittings

Page

11•1

Body electrical systems

Page

12•1

 

 

 

Wiring Diagrams

Page 12•20

REFERENCE

Dimensions and Weights

Page

REF•1

Conversion Factors

Page

REF•2

 

 

 

Buying Spare Parts and Vehicle Identification

Page

REF•3

 

 

 

General Repair Procedures

Page

REF•4

 

 

 

Jacking and Vehicle Support

Page

REF•5

 

 

 

Radio/cassette Anti-theft System - precaution

Page

REF•5

 

 

 

Tools and Working Facilities

Page

REF•6

 

 

 

MOT Test Checks

Page

REF•8

 

 

Fault Finding

Page REF•12

 

 

Glossary of Technical Terms

Page REF•19

 

 

 

Index

Page REF•24

1689 Rover 214 & 414 Updated Version 09/97

2A•1

Chapter 2 Part A

Engine in-car repair procedures

Contents

Camshaft oil seals - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Camshafts and hydraulic tappets - removal, inspection and

refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Compression test - description and interpretation . . . . . . . . . . . . . . 3 Crankshaft oil seals - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Crankshaft pulley - removal and refitting . . . . . . . . . . . . . . . . . . . . . 6 Cylinder head - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . 13 Cylinder head cover - removal and refitting . . . . . . . . . . . . . . . . . . . 5 Engine oil and filter - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine/gearbox mountings - inspection and renewal . . . . . . . . . . . . 19 Flywheel - removal, inspection and refitting . . . . . . . . . . . . . . . . . . . 18

General information and precautions . . . . . . . . . . . . . . . . . . . . . . . . 1 Oil pump - dismantling, inspection and reassembly . . . . . . . . . . . . . 16 Oil pump - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Sump - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Timing belt - removal, inspection, refitting and adjustment . . . . . . . 8 Timing belt covers - removal and refitting . . . . . . . . . . . . . . . . . . . . . 7 Timing belt tensioner and sprockets - removal, inspection and

refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Top Dead Centre (TDC) for number one piston - locating . . . . . . . . 4 Valve clearances - general information . . . . . . . . . . . . . . . . . . . . . . . 12

Degrees of difficulty

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Easy, suitable for

1

 

Fairly easy, suitable

2

 

Fairly difficult,

3

 

Difficult, suitable for

4

 

Very difficult,

5

 

 

 

 

 

 

 

 

 

 

novice with little

 

for beginner with

 

suitable for competent

 

experienced DIY

 

suitable for expert DIY

 

 

 

experience

 

some experience

 

DIY mechanic

 

 

mechanic

 

or professional

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Specifications

 

 

 

 

 

 

 

 

 

 

 

 

 

 

General

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2A

Type

 

 

 

 

 

 

Four-cylinder in-line, four-stroke, liquid-cooled

 

 

 

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

 

 

 

 

Designation:

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

1.4 8-valve sohc . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

K8

 

 

 

 

 

 

 

 

 

 

1.4 16-valve dohc . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

K16

 

 

 

 

 

 

 

 

 

 

Bore . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

75.00 mm

 

 

 

 

 

 

 

 

Stroke . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

79.00 mm

 

 

 

 

 

 

 

 

Capacity . . . . . . . . . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

1396 cc

 

 

 

 

 

 

 

 

 

 

Firing order . . . . . . . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

1-3-4-2 (No 1 cylinder at timing belt end)

 

 

 

 

 

Direction of crankshaft rotation . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

Clockwise (seen from right-hand side of vehicle)

 

 

 

 

Compression ratio:

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

K8 . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

9.75 : 1

 

 

 

 

 

 

 

 

 

 

K16 . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

9.50 : 1

 

 

 

 

 

 

 

 

 

 

Minimum compression pressure . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

10.3 bar

 

 

 

 

 

 

 

 

 

 

Maximum compression pressure difference between cylinders . . . . . .

1.4 bar

 

 

 

 

 

 

 

 

 

 

Maximum power (EEC):

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

K8 . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

76 ps (56 kW) @ 5700 rpm

 

 

 

 

 

 

 

K8 (with catalytic converter) . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

75 ps (55 kW) @ 5500 rpm

 

 

 

 

 

 

 

K16 . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

95 ps (70 kW) @ 6250 rpm

 

 

 

 

 

 

 

K16 (with catalytic converter) . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

90 ps (66 kW) @ 6250 rpm

 

 

 

 

 

 

 

Maximum torque (EEC):

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

K8 . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

117 Nm (86 lbf ft) @ 3500 rpm

 

 

 

 

 

 

 

K16 . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

124 Nm (91 lbf ft) @ 4000 rpm

 

 

 

 

 

 

 

K16 (with catalytic converter) . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

120 Nm (89 lbf ft) @ 4000 rpm

 

 

 

 

 

 

 

Cylinder block/crankcase

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Note: Service liners are Grade B

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Material . . . . . . . . . . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

Aluminium alloy

 

 

 

 

 

 

 

Cylinder liner bore diameter - 60 mm from top of bore:

 

 

 

 

 

 

 

 

 

 

 

 

Standard - grade A (Red) . . . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

74.975 to 74.985 mm

 

 

 

 

 

 

 

Standard - grade B (Blue) . . . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

74.986 to 74.995 mm

 

 

 

 

 

 

 

Service limit . . . . . . . .

. . .

.

. . . . . . . . . . . . . . . . . . .

. . .

.

. . . . . . . . . .

75.045 mm

 

 

 

 

 

 

 

 

1689 Rover 214 & 414 Updated Version 09/97

2A•2 Engine in-car repair procedures

Crankshaft

Number of main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5

Main bearing journal diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

47.979 to 48.000 mm

Main bearing journal size grades:

 

Grade A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

47.993 to 48.000 mm

Grade B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

47.986 to 47.993 mm

Grade C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

47.979 to 47.986 mm

Crankpin journal diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42.986 to 43.007 mm

Crankpin journal size grades:

 

Grade A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

43.000 to 43.007 mm

Grade B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42.993 to 43.000 mm

Grade C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42.986 to 42.993 mm

Main bearing and crankpin journal maximum ovality . . . . . . . . . . . . . . .

0.010 mm

Main bearing and big-end bearing running clearance . . . . . . . . . . . . . .

0.021 to 0.049 mm

Crankshaft endfloat:

 

Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.10 to 0.30 mm

Service limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.50 mm

Thrustwasher thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.61 to 2.65 mm

Gudgeon pins

Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18.0 mm

Fit in connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Interference

Pistons and piston rings

Note: Service pistons are Grade B

 

 

Piston diameter:

Grade A

Grade B

K8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

74.940 to 74.955 mm

74.956 to 74.970 mm

K16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

74.945 to 74.960 mm

74.960 to 74.975 mm

Piston-to-bore clearance:

 

 

K8 - standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.015 to 0.045 mm

 

K16 - standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.010 to 0.040 mm

 

Service limit - all . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.080 mm

 

Piston ring end gaps (fitted 20 mm from top of bore):

 

 

Top compression ring:

 

 

K8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.25 to 0.45 mm

 

K16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.30 to 0.50 mm

 

Second compression ring - all models . . . . . . . . . . . . . . . . . . . . . . . .

0.30 to 0.50 mm

 

Oil control ring:

 

 

K8 - standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.25 to 1.00 mm

 

K16:

 

 

standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.25 to 0.50 mm

 

service limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.60 mm

 

Piston ring-to-groove clearance:

 

 

Top compression ring:

 

 

K8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.04 to 0.09 mm

 

K16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.04 to 0.07 mm

 

Second compression ring:

 

 

K8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.04 to 0.08 mm

 

K16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.04 to 0.07 mm

 

Oil control ring - all models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.02 to 0.06 mm

 

Cylinder head

Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Aluminium alloy

Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

118.95 to 119.05 mm

Reface limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.20 mm

Maximum acceptable gasket face distortion . . . . . . . . . . . . . . . . . . . . .

0.05 mm

Valve seat angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45°

Valve seat width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.5 mm

Seat cutter correction angle:

 

Upper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30°

Lower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60°

Valve stem installed height:

 

K8:

 

new . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

38.95 to 40.81 mm

service limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

41.06 mm

K16:

 

new . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

38.93 to 39.84 mm

service limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

40.10 mm

1689 Rover 214 & 414 Updated Version 09/97

Engine in-car repair procedures 2A•3

Valves

Seat angle:

 

 

Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45°

 

Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

44° 30’

 

Head diameter:

 

 

Inlet:

 

 

K8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

34.0 mm

 

K16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

28.0 mm

 

Exhaust:

 

 

K8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

31.0 mm

 

K16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

24.0 mm

 

Stem outside diameter:

 

 

Inlet:

 

 

K8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.967 to 6.975 mm

 

K16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.952 to 5.967 mm

 

Exhaust:

 

 

K8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.952 to 6.967 mm

 

K16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.947 to 5.962 mm

 

Guide inside diameter:

 

 

K8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.000 to 7.025 mm

 

K16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.000 to 6.025 mm

 

Stem-to-guide clearance:

 

 

Inlet:

 

 

standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.03 to 0.04 mm

 

service limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.07 mm

 

Exhaust:

 

 

standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.07 to 0.08 mm

 

service limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.11 mm

 

Valve timing:

 

 

K8:

 

 

Inlet opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13° BTDC

 

Inlet closes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

47° ABDC

 

Exhaust opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

53° BBDC

 

Exhaust closes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7° ATDC

 

K16:

 

 

 

 

Inlet opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15° BTDC

2A

Inlet closes

45° ABDC

 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Exhaust opens

55° BBDC

 

Exhaust closes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5° ATDC

 

Valve spring free length:

 

 

K8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

46.2 mm

 

K16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

50.0 mm

 

Valve guide fitted height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.0 mm

 

Camshaft

 

 

Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Toothed belt

 

Number of bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

 

Bearing journal running clearance:

 

 

Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.060 to 0.094 mm

 

Service limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.150 mm

 

Camshaft endfloat:

 

 

Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.060 to 0.190 mm

 

Service limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.500 mm

 

Valve lift:

 

 

K8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.0 mm

 

K16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.2 mm

 

Hydraulic tappet outside diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

32.959 to 32.975 mm

 

Lubrication system

 

 

System pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.0 bar @ idle speed

 

Oil pump type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Trochoidal, eccentric-rotor

 

Oil pump clearances:

 

 

Rotor endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.02 to 0.06 mm

 

Outer rotor-to-body clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.28 to 0.36 mm

 

Rotor lobe clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.05 to 0.13 mm

 

Pressure relief valve operating pressure . . . . . . . . . . . . . . . . . . . . . . . .

4.1 bar

 

Oil pressure warning lamp lights at . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Below 0.3 to 0.5 bar

 

1689 Rover 214 & 414 Updated Version 09/97

2A•4 Engine in-car repair procedures

Torque wrench settings

Nm

lbf ft

Spark plug (HT) lead clip screws - K8 . . . . . . . . . . . . . . . . . . . . . . . . . .

9

7

Air intake duct support bracket-to-cylinder head screws . . . . . . . . . . .

4

3

Spark plug cover screws - K16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2

1.5

Cylinder head cover bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

7

Camshaft bearing cap/carrier-to-cylinder head bolts . . . . . . . . . . . . . .

9

7

Cylinder head bolts:

 

 

1st stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

2nd stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tighten through 180°

 

3rd stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tighten through (a further) 180°

Timing belt cover fasteners:

 

 

Upper right-hand (outer) cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4

3

Lower and upper left-hand (inner) covers . . . . . . . . . . . . . . . . . . . . . .

9

7

Timing belt tensioner backplate clamp bolt . . . . . . . . . . . . . . . . . . . . . .

25

19

Timing belt tensioner pulley Allen screw . . . . . . . . . . . . . . . . . . . . . . . .

45

33

Camshaft sprocket bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

33

24

Crankshaft pulley bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

160

118

Oil pump-to-cylinder block/crankcase bolt and screws . . . . . . . . . . . . .

9

7

Alternator mounting bracket-to-cylinder block/crankcase bolts . . . . . .

45

33

Dipstick tube-to-cylinder block/crankcase bolts . . . . . . . . . . . . . . . . . .

9

7

Flywheel bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

63

Transmission-to-engine bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

63

Flywheel cover plate screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

7

Flywheel rear cover plate bolt and nut . . . . . . . . . . . . . . . . . . . . . . . . . .

38

28

Big-end bearing cap bolts:

 

 

1st stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

2nd stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tighten through 45°

 

Main bearing ladder-to-cylinder block/crankcase bolts . . . . . . . . . . . . .

10

7

Oil rail-to-main bearing ladder nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

7

Oil pump pick-up/strainer pipe bolts . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

7

Sump bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10

7

Engine oil drain plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42

31

Engine/transmission right-hand mounting:

 

 

Bracket-to-cylinder block/crankcase bolts . . . . . . . . . . . . . . . . . . . . .

45

33

Mounting-to-bracket nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

100

74

Mounting-to-body through-bolt and nut . . . . . . . . . . . . . . . . . . . . . . .

85

63

Engine/transmission left-hand mounting:

 

 

Mounting-to-body bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45

33

Mounting-to-transmission bracket bolts . . . . . . . . . . . . . . . . . . . . . .

60

44

Transmission bracket bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

100

74

Engine/transmission rear mounting:

 

 

Mounting bracket-to-transmission bolt . . . . . . . . . . . . . . . . . . . . . . .

85

63

Connecting link-to- transmission bracket bolt . . . . . . . . . . . . . . . . . .

60

44

Connecting link-to-body bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

63

Anti-beaming bracket-to-support bracket bolt . . . . . . . . . . . . . . . . . . .

45

33

1General information and precautions

How to use this Chapter

This Part of the Chapter describes those repair procedures that can reasonably be carried out on the engine whilst it remains in the vehicle. If the engine has been removed from the vehicle and is being dismantled as described in Part B of this Chapter, any preliminary dismantling procedures can be ignored.

Note that whilst it may be possible physically to overhaul items such as the piston/connecting rod assemblies with the engine in the vehicle, such tasks are not usually carried out as separate operations and usually require the execution of several

additional procedures (not to mention the cleaning of components and of oilways). For this reason, all such tasks are classed as major overhaul procedures and are described in Part B of this Chapter.

Engine information

The engine is of four-cylinder, in-line type, mounted transversely at the front of the vehicle with the clutch and transmission on its left-hand end. The engine is available in two forms - the K8 engine, which is the eight-valve single overhead camshaft engine fitted to the carburettor-equipped 214 S model, and the K16 engine, which is a sixteen-valve double overhead camshaft engine which is fitted to all fuel-injected models. Apart from the different cylinder head designs, both engines are of identical construction.

Apart from the pressed steel sump, the plastic timing belt covers and the aluminium

alloy cylinder head cover, the engine consists of three major castings which are the cylinder head, the cylinder block/crankcase and the crankshaft main bearing ladder. There is also an oil rail underneath the main bearing ladder and the camshaft carrier/bearing caps.

All major castings are of aluminium alloy and are clamped together by ten long through-bolts which perform the dual role of cylinder head bolts and crankshaft main bearing fasteners. Since these bolts pass through the cylinder block/crankcase and the main bearing ladder, the oil rail is secured also to the main bearing ladder (by two nuts) and the main bearing ladder is secured also to the cylinder block/crankcase (by ten smaller bolts) so that the cylinder head can be removed without disturbing the rest of the engine. The passages provided for the bolts in the major castings are used as breather passages or as returns for the oil to the sump.

1689 Rover 214 & 414 Updated Version 09/97

Engine in-car repair procedures 2A•5

The crankshaft runs in five main bearings. Thrustwashers are fitted to the centre main bearing (upper half) to control crankshaft endfloat.

The connecting rods rotate on horizontallysplit bearing shells at their big-ends. The pistons are attached to the connecting rods by gudgeon pins which are an interference fit in the connecting rod small-end eyes. The aluminium alloy pistons are fitted with three piston rings, comprising two compression rings and an oil control ring.

The cylinder bores are formed by replaceable wet liners which are located from their top ends. Two sealing rings are fitted at the base of each liner to prevent the escape of coolant into the sump.

The inlet and exhaust valves are each closed by coil springs and operate in guides pressed into the cylinder head. The valve seat inserts are pressed into the cylinder head and can be renewed separately if worn.

On the K8 engine, the camshaft is driven by a toothed timing belt and operates the eight valves via self-adjusting hydraulic tappets, thus eliminating the need for routine checking and adjustment of the valve clearances. The camshaft rotates in six bearings that are linebored direct in the cylinder head and the (bolted-on) bearing caps. This means that the bearing caps are not available separately from the cylinder head and must not be interchanged with others from another engine. The distributor is driven from the left-hand end of the camshaft and the mechanical fuel pump is operated by an eccentric on the camshaft.

Apart from the fact that it has two camshafts, one inlet and one exhaust, each controlling eight valves and both retained by a single camshaft carrier, the same applies to the K16 engine. On the K16 engine, the distributor is driven from the left-hand end of the inlet camshaft. The fuel pump is electrically-operated.

On both engine types, the coolant pump is driven by the timing belt.

Lubrication is by means of an eccentricrotor trochoidal pump mounted on the crankshaft right-hand end. It draws oil through a strainer located in the sump and then forces it through an externally-mounted full-flow cartridge-type filter into galleries in the oil rail and cylinder block/crankcase, from where it is distributed to the crankshaft (main bearings) and camshaft(s). The big-end bearings are supplied with oil via internal drillings in the crankshaft, while the camshaft bearings and the hydraulic tappets receive a pressurised supply. The camshaft lobes and valves are lubricated by splash, as are all other engine components.

Repair operations possible with the engine in the car

The following work can be carried out with the engine in the vehicle:

a) Compression pressure - testing.

b)Cylinder head cover - removal and refitting.

c)Crankshaft pulley - removal and refitting.

d)Timing belt covers - removal and refitting.

e)Timing belt - removal, refitting and adjustment.

f)Timing belt tensioner and sprockets - removal and refitting.

g)Camshaft oil seal(s) - renewal.

h)Camshaft(s) and hydraulic tappets - removal, inspection and refitting.

i)Cylinder head - removal and refitting.

j)Cylinder head and pistons - decarbonising.

k)Sump - removal and refitting.

l)Oil pump - removal, overhaul and refitting.

m)Crankshaft oil seals - renewal.

n)Engine/transmission mountings - inspection and renewal.

o)Flywheel - removal, inspection and refitting.

Precautions

Note that a side-effect of the above described engine design is that the crankshaft cannot be rotated once the cylinder head and block through-bolts have been slackened. During any servicing or overhaul work the crankshaft always must be rotated to the desired position before the bolts are disturbed.

2 Engine oil and filter - renewal

1 Details of checking the engine oil levels and renewing both the oil and filter are contained in “Weekly Checks” and Chapter 1.

3 Compression test -

2

description and interpretation

1 When engine performance is down, or if misfiring occurs which cannot be attributed to the ignition or fuel systems, a compression test can provide diagnostic clues as to the engine’s condition. If the test is performed regularly it can give warning of trouble before any other symptoms become apparent.

2 The engine must be fully warmed up to normal operating temperature, the battery must be fully charged and the spark plugs must be removed. The aid of an assistant will be required.

3 Disable the ignition system by disconnecting the ignition HT coil lead from the distributor cap and earthing it on the cylinder block. Use a jumper lead or similar wire to make a good connection.

4 Fit a compression tester to the No 1 cylinder spark plug hole. The type of tester which screws into the plug thread is preferred

(see illustration).

5 Have the assistant hold the throttle wide

 

open and crank the engine on the starter

 

motor. After one or two revolutions, the

 

compression pressure should build up to a

 

maximum figure and then stabilise. Record

 

the highest reading obtained.

 

6 Repeat the test on the remaining cylinders,

 

recording the pressure in each.

 

7 All cylinders should produce very similar

 

pressures. Any difference greater than that

 

specified indicates the existence of a fault.

 

Note that the compression should build up

 

quickly in a healthy engine. Low compression

 

on the first stroke, followed by gradually

 

increasing pressure on successive strokes,

 

indicates worn piston rings. A low

 

compression reading on the first stroke, which

 

does not build up during successive strokes,

 

indicates leaking valves or a blown head

 

gasket (a cracked head could also be the

 

cause). Deposits on the undersides of

 

the valve heads can also cause low

 

compression.

 

8 If the pressure in any cylinder is reduced to

 

the specified minimum or less, carry out the

 

following test to isolate the cause. Introduce a

 

teaspoonful of clean oil into that cylinder

 

through its spark plug hole and repeat the

 

test.

 

9 If the addition of oil temporarily improves

 

the compression pressure, this indicates that

 

bore or piston wear is responsible for the

 

pressure loss. No improvement suggests that

 

leaking or burnt valves, or a blown head

 

gasket, may be to blame.

 

10 A low reading from two adjacent cylinders

 

is almost certainly due to the head gasket

2A

having blown between them and the presence

of coolant in the engine oil will confirm this.

11If one cylinder is about 20 percent lower than the others and the engine has a slightly rough idle, a worn camshaft lobe could be the cause.

12If the compression reading is unusually high, the combustion chambers are probably coated with carbon deposits. If this is the case, the cylinder head should be removed and decarbonised.

13On completion of the test, refit the spark plugs and reconnect the ignition system.

3.4 Measuring compression pressure

1689 Rover 214 & 414 Updated Version 09/97

2A•6 Engine in-car repair procedures

4 Top Dead Centre (TDC) for

2

number one piston - locating

General

1 The crankshaft pulley, crankshaft and camshaft sprockets are provided by the factory with clear marks which align only at 90° BTDC. This positions the pistons half-way up the bores so that there is no risk of damage as the engine is reassembled. These marks do not indicate TDC. Use only the ignition timing marks, as described in this Section, to find TDC.

2Top dead centre (TDC) is the highest point in its travel up-and-down the cylinder bore that each piston reaches as the crankshaft rotates. While each piston reaches TDC both at the top of the compression stroke and again at the top of the exhaust stroke, for the purpose of timing the engine, TDC refers to the piston position (usually No 1) at the top of its compression stroke.

3While all engine reassembly procedures use the factory timing marks (90° BTDC), it is useful for several other servicing procedures to be able to position the engine at TDC.

4No 1 piston and cylinder is at the right-hand (timing belt) end of the engine. Note that the crankshaft rotates clockwise when viewed from the right-hand side of the vehicle.

Locating TDC

5Disconnect the battery negative lead and remove all the spark plugs.

6Trace No 1 spark plug (HT) lead from the plug back to the distributor cap and use chalk or similar to mark the distributor body or engine casting nearest to the cap’s No 1 terminal. Undo the distributor cap retaining screws and remove the cap.

7Apply the handbrake and ensure that the transmission is in neutral, then jack up the front of the vehicle and support it on axle stands. Remove the right-hand roadwheel.

8From underneath the front of the vehicle, slacken and remove the three bolts securing the bumper flange to the body. Remove the seven bolts securing the front undercover panel to the body and remove the panel to gain access to the crankshaft pulley and ignition timing marks.

9Using a spanner, or socket and extension bar, applied to the crankshaft pulley bolt, rotate the crankshaft clockwise until the notch on the crankshaft pulley’s inboard (left-hand) rim is aligned with the TDC mark on the timing belt lower cover (see Chapter 1 for details of ignition timing marks).

10With the crankshaft in this position, Nos 1 and 4 cylinders are now at TDC, one of them on the compression stroke. If the distributor rotor arm is pointing at (the previously-marked) No 1 terminal, then No 1 cylinder is correctly positioned. If the rotor arm is pointing at No 4 terminal, rotate the crankshaft one full turn (360°) clockwise until the arm points at the

cylinder head cover - K8 engine

marked terminal. No 1 cylinder will then be at TDC on the compression stroke.

11 Once No 1 cylinder has been positioned at TDC on the compression stroke, TDC for any of the other cylinders can then be located by rotating the crankshaft clockwise 180° at a time and following the firing order.

5 Cylinder head cover -

2

removal and refitting

 

 

 

Removal

1Disconnect the battery negative lead.

2Remove the air cleaner assembly and metal intake duct.

3Using a suitable pair of pliers, release the retaining clip(s) and disconnect the breather hose(s) from the cylinder head cover (see illustrations).

K8 engines

4 Undo the bolts securing the HT lead mounting and air intake support brackets to the cylinder head cover, then remove the brackets and position the HT leads clear of the cover.

5 Remove the two uppermost retaining screws securing the timing belt upper righthand/outer cover to the cylinder head cover, then slacken the remaining screws and bolts, as necessary, until the timing belt cover can be prised clear of the cylinder head cover without damaging it.

6 Working progressively and in the reverse of the tightening sequence (see illustration 5.14),

cylinder head cover groove . . .

cylinder head cover - K16 engine

slacken and remove the cylinder head cover retaining bolts.

7 Remove the cover, peel off the rubber seal and check it for cuts, other damage or distortion. Renew the seal if necessary.

K16 engines

8 Undo the two spark plug cover retaining screws and lift off the cover. Disconnect the HT leads from the plugs and withdraw them from the cylinder head, along with the clip plate and the grommet which is fitted to the left-hand end of the cylinder head cover.

9Working progressively and in the reverse of the tightening sequence (see illustration 5.22), slacken and remove the cylinder head cover retaining bolts, noting the correct fitted position of the air intake duct support bracket.

10Carefully lift off the cylinder head cover, taking care not to damage the gasket. Check that the gasket sealing path is undamaged and is attached to the gasket all around its periphery. If the sealing path is undamaged, then the gasket is re-usable and should remain in place on the cover until reassembly, unless its removal is necessary for other servicing work.

Refitting

K8 engines

11 On reassembly, carefully clean the cylinder head mating surfaces and the cover seal’s groove and remove all traces of oil.

12 Seat the seal in its groove in the cover and refit the bolts, pushing each through the seal, then apply a smear of silicone-RTV sealant to each corner of the seal (see illustrations).

at locations arrowed - K8 engine

1689 Rover 214 & 414 Updated Version 09/97

Engine in-car repair procedures 2A•7

5.14 Cylinder head cover bolt tightening sequence - K8 engine

13 Refit the cover to the cylinder head, ensuring that the seal remains seated in its groove. Fit all bolts, finger-tight.

14Tighten the cylinder head cover bolts in the sequence shown to the specified torque wrench setting (see illustration).

15Refit the timing belt upper righthand/outer cover to the cylinder head cover and tighten all the disturbed screws and bolts to the specified torque setting.

16Refit the HT lead mounting clips and air cleaner intake support brackets to the cylinder head, then tighten the retaining bolts to the specified torque. Ensure the HT leads are correctly routed.

17Connect the breather hose to the cylinder head cover and secure it in position with the retaining clip.

18Refit the air cleaner housing and reconnect the battery negative lead.

K16 engines

19On reassembly, carefully clean the mating surfaces, removing all traces of oil. If the gasket has been removed, the oil separator elements can be cleaned by removing them from the cover and washing them in solvent. Use compressed air to blow dry the elements before refitting them to the cover.

20If a new gasket is to be fitted, press it onto the cover locating dowels so that if it were laid on the camshaft carrier its stamped markings would be legible. The TOP mark should be nearest the inlet manifold and the EXH MAN SIDE mark should have its arrows pointing to the exhaust manifold (see illustrations).

21Lower the cover onto the cylinder head, ensuring that the gasket is not damaged or displaced. Install the cover retaining bolts, not forgetting to refit the air intake duct support bracket to its original position, and tighten them finger-tight.

22Working in the sequence shown, tighten the cylinder head cover retaining bolts to the specified torque setting (see illustration).

23Reconnect the HT leads to the spark plugs, then locate the clip plate and grommet in the left-hand end of the cylinder head cover. Ensure the HT leads are correctly routed then refit the spark plug cover and tighten its retaining screws to the specified

dowels (arrowed) so that . . .

torque. Tighten the air intake support bracket screws.

24Connect both the breather hoses to the cylinder head cover and secure them in position with the retaining clips.

25Refit the air cleaner housing and reconnect the battery negative lead.

6 Crankshaft pulley -

2

removal and refitting

 

 

 

Removal

1Apply the handbrake then jack up the front of the vehicle and support it on axle stands. Remove the right-hand roadwheel.

2From underneath the front of the vehicle, slacken and remove the three bolts securing the bumper flange to the body. Remove the seven bolts securing the front undercover panel to the body and remove the panel.

3If necessary, rotate the crankshaft until the relevant timing marks align.

4Remove the power steering pump and/or alternator drivebelt(s) (as applicable).

5To prevent crankshaft rotation while the pulley bolt is unscrewed, select top gear and have an assistant apply the brakes firmly. If the engine has been removed from the

5.22 Cylinder head cover bolt tightening sequence - K16 engine

as shown if gasket were placed on camshaft carrier

vehicle, lock the flywheel using the arrangement shown (see illustration 18.2).

6 Unscrew the pulley bolt, noting the special washer behind it, then remove the pulley from the crankshaft.

Refitting

7 Align the crankshaft pulley centre notch with the locating lug on the crankshaft timing belt sprocket then refit the washer, ensuring that its flat surface is facing the pulley. Fit the retaining bolt (see illustration).

8 Lock the crankshaft by the method used on removal and tighten the pulley retaining bolt to the specified torque setting.

9 Refit the power steering pump and/or alternator drivebelt(s) (as applicable) and adjust them as described in Chapter 1.

10 Refit the undercover panel and roadwheel

then lower the vehicle to the ground.

2A

7 Timing belt covers -

4

removal and refitting

 

 

 

Removal

Upper right-hand (outer) cover

1 Slacken the bolt situated at the cover’s bottom corner, immediately behind the engine/gearbox unit right-hand mounting bracket.

centre fits over crankshaft timing belt sprocket locating lug (arrowed)

1689 Rover 214 & 414 Updated Version 09/97

ROVER 214 User Manual

2A•8 Engine in-car repair procedures

7.2a Timing belt upper right-hand (outer) cover fasteners - K8 engine

1Slacken screw - cover should be slotted

2Remove fasteners

2 Unscrew the remaining cover retaining bolts and withdraw the cover, noting the rubber seal fitted to the mounting bracket edge. Note that if the cover is not slotted at the bottom corner screw’s location, the screw

7.9a Timing belt upper left-hand (inner) cover fasteners (arrowed) - K8 engine

7.9b Timing belt upper left-hand (inner) cover fasteners (arrowed) - K16 engine

7.2b Timing belt upper right-hand (outer) cover fasteners (arrowed) - K16 engine, raised for clarity

will have to be removed fully. If this is the case, the cover can be slotted to ease future removal and refitting (see illustrations).

Lower cover

3Remove the crankshaft pulley.

4Remove the cover retaining screws, including the one which also secures the upper cover’s bottom front corner. Remove the cover whilst noting the rubber seal fitted to its mounting bracket edge (see illustration).

Upper left-hand (inner) cover

5Remove the timing belt.

6Remove the camshaft sprocket(s) and the timing belt tensioner.

7Unscrew the bolt securing the cover to the coolant pump.

8On K16 engines, unbolt the engine/gearbox unit right-hand mounting bracket from the cylinder block/crankcase.

9Remove the remaining cover retaining bolts and withdraw the cover (see illustrations).

Lower cover

12 Refitting is the reverse of the removal procedure. Ensure that the seal fits correctly between the cover and the mounting bracket and tighten the cover fasteners to the specified torque setting.

Upper left-hand (inner) cover

13 Refitting is the reverse of the removal procedure. Tighten all disturbed fasteners to their specified torque wrench settings.

8 Timing belt - removal,

4

inspection, refitting and

adjustment

If the timing belt is to be reused, use white paint or similar to mark the direction of rotation on the belt.

Refitting

Upper right-hand (outer) cover

10Refitting is the reverse of the removal procedure. Ensure that the seal fits correctly between the cover and the mounting bracket and that the cover edges mate correctly with those of the inner cover and (K8 engines only) cylinder head cover (see illustration).

11Tighten the cover fasteners to the specified torque setting.

7.9c Removing timing belt upper left-hand (inner) cover - K16 engine

Removal

1Disconnect the battery negative lead.

2To improve access to the timing belt, remove the expansion tank mounting bolts then free the coolant hose from any relevant retaining clips and position the tank clear of the engine. On models equipped with powerassisted steering, undo all the power steering hose retaining clip bolts then slide the fluid reservoir out of its retaining clip and position it

7.10 Ensure timing belt upper right-hand (outer) cover engages correctly with cylinder head cover - K8 engine

1689 Rover 214 & 414 Updated Version 09/97

Engine in-car repair procedures 2A•9

8.6 Crankshaft pulley mark aligned with timing belt lower cover mark at 90° BTDC

clear of the timing belt covers. Take great care not to place any undue strain on hoses and mop up any spilt fluid immediately.

3Remove the timing belt upper right-hand (outer) cover.

4Firmly apply the handbrake then jack up the front of the vehicle and support it on axle stands. Remove the right-hand roadwheel

5From underneath the front of the vehicle, slacken and remove the three bolts securing the bumper flange to the body. Remove the seven bolts securing the front undercover panel to the body and remove the panel to gain access to the crankshaft pulley bolt.

6Using a suitable spanner or socket on the crankshaft pulley bolt, rotate the crankshaft in a clockwise direction until the long whitepainted mark on the crankshaft pulley’s outboard (right-hand) face is aligned with the single, separate mark on the timing belt lower cover so that the crankshaft is in the 90° BTDC position (see Chapter 1 for details of the pulley/cover marks) (see illustration).

7Check that the camshaft sprocket mark(s) align as described in paragraph 15, showing that Nos 1 and 4 cylinders are at 90° BTDC so that there is no risk of the valves contacting the pistons during dismantling and reassembly. If the camshaft sprocket mark(s) are 180° out, rotate the crankshaft through one complete turn (360°) to align the marks as described (see illustration).

8On K16 engines, use the tool described in Section 9 to lock up the camshaft sprockets

8.7 Camshaft sprocket marks (A) aligned with timing belt upper left-hand (inner) cover mark (B) - K16 engine

so that they cannot move under valve spring pressure when the timing belt is removed.

9Remove the crankshaft sprocket and timing belt lower cover.

10Position a trolley jack with a wooden spacer beneath the sump then gently jack it up to take the weight of the engine.

11Slacken and remove the engine/gearbox unit right-hand mounting through-bolt and nut and the mounting-to-bracket nuts. Remove the mounting, along with the two rubber washers which are fitted on each side of the mounting. On K8 engines only, unscrew the retaining bolts securing the bracket to cylinder block/crankcase and remove it from the engine unit (see illustration).

12Slacken both the timing belt tensioner pulley Allen screw and the tensioner backplate clamp bolt through half a turn each, then push the pulley assembly downwards to remove all the tension from the timing belt. Hold the tensioner pulley in this position and re-tighten the backplate clamp bolt securely

(see illustration).

13Slip the belt off the sprockets (see illustration). Do not rotate the crankshaft until the timing belt has been refitted.

Inspection

14 Check the timing belt carefully for any signs of uneven wear, splitting or oil contamination and renew it if there is the slightest doubt about its condition. If the engine is undergoing an overhaul and has

hand mounting bracket - K8 engine

covered more than 48 000 miles (80 000 km) since the original belt was fitted, renew the belt as a matter of course, regardless of its apparent condition. If signs of oil contamination are found, trace the source of the oil leak and rectify it, then wash down the engine timing belt area and all related components to remove all traces of oil.

Refitting

15 On reassembly, thoroughly clean the timing belt sprockets and check that they are aligned as follows. It is most important that these marks are aligned exactly as this sets valve timing. Note that in this position, Nos 1 and 4 cylinders are at 90° BTDC so that there is no risk of the valves contacting the pistons during dismantling and reassembly.

a) Camshaft sprocket on K8 engine - The EX

line and the mark stamped on the 2A sprocket rim must be at the front (looking

at the sprocket from the right-hand side of the vehicle) and aligned exactly with the cylinder head top surface (see illustration).

b)Camshaft sprockets on K16 engine - Both EXHAUST arrow marks must point to the rear (looking at the sprockets from the right-hand side of the vehicle) with the IN lines and the sprocket rim marks aligned exactly with the line on the timing belt upper left-hand/inner cover (representing the cylinder head top surface). See illustration 8.7.

8.12 Timing belt tensioner pulley bolt (A) and tensioner backplate clamp bolt (B)

8.13 Mark direction of rotation of timing

8.15a Camshaft sprocket marks (A)

belt before removal

aligned with cylinder head top surface (B) -

 

K8 engine

1689 Rover 214 & 414 Updated Version 09/97

2A•10 Engine in-car repair procedures

aligned on each side of oil pump raised rib (B)

c)Crankshaft sprocket - The two dots must be positioned on each side of the raised rib on the oil pump body (see illustration).

16If a used belt is being refitted, ensure that the arrow mark made on removal points in the normal direction of rotation. Fit the timing belt over the crankshaft and camshaft sprockets, ensuring that the belt front run (and, on K16 engines, the top run) is taut, ie: all slack is on the tensioner pulley side of the belt, then fit the belt over the coolant pump sprocket and tensioner pulley. Do not twist the belt sharply during refitting and ensure that the belt teeth are correctly seated centrally in the sprockets and that the timing marks remain in alignment

(see illustration)..

17Slacken the tensioner backplate clamp bolt and check that the tensioner pulley moves to tension the belt. If the tensioner assembly is not free to move under spring tension, rectify the fault or the timing belt will not be correctly tensioned.

18On K16 engines, remove the camshaft sprocket locking tool.

19On K8 engines, refit the engine/gearbox unit right-hand mounting bracket, tightening its bolts to the specified torque wrench setting.

20On all engines, refit the timing belt lower cover and the crankshaft pulley.

21Using a suitable spanner or socket, rotate the crankshaft two full turns clockwise to settle and tension the belt. Realign the crankshaft pulley (90° BTDC) mark and check that the sprocket timing mark(s) are still correctly aligned.

22If all is well, first tighten the tensioner pulley backplate clamp bolt to the specified torque, then tighten the tensioner pulley Allen screw to the specified torque.

23Reassemble the engine/gearbox unit right-hand mounting, ensuring that the rubber washers are correctly located, then tighten the mounting nuts and bolts to their specified torque settings. Remove the jack from underneath the engine unit.

24Refit the front undercover panel and roadwheel, then lower the vehicle to the ground.

25Refit the timing belt upper right-hand (outer) cover.

K16 engine

26Where necessary, refit the power steering fluid reservoir to the mounting bracket and secure the hydraulic hose clamps in position with the retaining bolts.

27Refit the coolant expansion tank and tighten the mounting bolts securely. Secure the coolant hose in position with any necessary retaining clips and reconnect the battery negative lead.

Adjustment

28 As the timing belt is a ‘fit-and-forget’ type, the manufacturer states that tensioning need only be carried out when a belt is (re)fitted. No

re-tensioning is recommended once a belt has been fitted and therefore this operation is not included in the manufacturer’s maintenance schedule.

29 If the timing belt is thought to be incorrectly tensioned, then adjust the tension as described in paragraphs 1 to 7, 17, 21, 22 and 24 to 27 above.

30 If the timing belt has been disturbed, adjust its tension following the same procedure, omitting as appropriate the irrelevant preliminary dismantling/reassembly steps.

9 Timing belt tensioner and

4

sprockets - removal,

inspection and refitting

If both camshaft sprockets on K16 engines are to be

removed, it is good practice to mark them (inlet or

exhaust) so that they can be returned to their original locations on reassembly.

Note: This Section describes as individual operations the removal and refitting of the components concerned. If more than one

 

9.2a Timing belt, sprockets and covers - K8 engine

1

Timing belt upper right-

12

Crankshaft pulley

20

Pillar bolt

 

hand (outer) cover

13

Washer

21

Timing belt

2

Seal

14

Crankshaft pulley bolt

22

Crankshaft sprocket

3

Bolt

15

Timing belt tensioner

23

Camshaft sprocket

4

Bolt

 

pulley assembly

24

Camshaft sprocket bolt

5

Bolt

16

Tensioner pulley Allen

25

Washer

6

Shouldered bolt

 

screw

26

Timing belt upper left-

7

Timing belt lower cover

17

Tensioner backplate

 

hand (inner) cover

8

Seal

 

clamp bolt

27

Bolt - cover to water

9

Seal

18

Tensioner pulley spring

 

pump

10

Bolt

19

Sleeve

28

Bolt

11

Bolt

 

 

 

 

1689 Rover 214 & 414 Updated Version 09/97

Engine in-car repair procedures 2A•11

 

9.2b Timing belt, sprockets and covers - K16 engine

1

Timing belt upper right-

10

Washer

18

Tensioner pulley spring

 

hand (outer) cover

11

Crankshaft pulley bolt

19

Sleeve

2

Bolt

12

Timing belt

20

Pillar bolt

3

Seal

13

Camshaft sprockets

21

Tensioner backplate

4

Bolt

14

Bolt

 

clamp bolt

5

Timing belt lower cover

15

Washer

22

Crankshaft sprocket

6

Seal

16

Timing belt tensioner

23

Timing belt upper left-

7

Bolt

 

pulley assembly

 

hand (inner) cover

8

Bolt

17

Tensioner pulley Allen

24

Bolt

9

Crankshaft pulley

 

screw

 

 

component needs to be removed at the same time, start by removing the timing belt, then remove each component as described below whilst ignoring the preliminary dismantling steps.

Removal

1Disconnect the battery negative lead.

2To improve access to the timing belt components (see illustrations), remove the expansion tank mounting bolts then free the coolant hose from any relevant retaining clips and position the tank clear of the engine. On models equipped with power-assisted steering, undo all the power steering hose retaining clip bolts then slide the fluid

reservoir out of its retaining clip and position it clear of the timing belt covers. Take great care not to place any undue strain on hoses and mop up any spilt fluid immediately.

3Remove the timing belt upper right-hand (outer) cover.

4Apply the handbrake then jack up the front of the vehicle and support it on axle stands. Remove the right-hand roadwheel.

5From underneath the front of the vehicle, slacken and remove the three bolts securing the bumper flange to the body. Remove the seven bolts securing the front undercover panel to the body and remove the panel.

6Using a suitable spanner or socket on the crankshaft pulley bolt, rotate the crankshaft in

a clockwise direction until the long whitepainted mark on the crankshaft pulley’s outboard (right-hand) face is aligned with the single, separate mark on the timing belt lower cover so that the crankshaft is in the 90° BTDC position (see Chapter 1 for details of the pulley/cover marks).

7 Check that the camshaft sprocket mark(s) align as described in Section 8, paragraph 15 then proceed as described under the relevant sub-heading.

Camshaft sprocket(s)

8Slacken through half a turn each, the timing belt tensioner pulley Allen screw and the tensioner backplate clamp bolt. Push the pulley assembly down to release all tension from the timing belt, then re-tighten the backplate clamp bolt securely.

9Remove the belt from the camshaft sprocket(s), taking care not to twist it too sharply. Use fingers only to handle the belt. Do not rotate the crankshaft until the timing belt is refitted.

10On K8 engines, slacken the camshaft sprocket retaining bolt and remove it, along with its washer. To prevent the camshaft from rotating, use Rover service tool 18G 1521 to retain the sprocket. If the tool is not available, then an acceptable substitute can be fabricated from two lengths of steel strip (one long, the other short) and three nuts and bolts. One nut and bolt should form the pivot of a forked tool with the remaining two nuts and bolts at the tips of the forks to engage with the sprocket spokes, as shown in illus-

tration 9.23a.

11 On K16 engines, unscrew the appropriate 2A camshaft sprocket retaining bolt and remove it,

along with its washer. To prevent a camshaft from rotating, lock together both sprockets using Rover service tool 18G 1570. This tool is a metal sprag shaped on both sides to fit the sprocket teeth and is inserted between the sprockets. If the tool is not available, then an acceptable substitute can be cut from a length of square-section steel tube or similar to fit as closely as possible around the sprocket spokes (see illustrations).

12 On all engines, remove the sprocket(s) from the camshaft end(s), noting the locating roll pin(s) (see illustration). If a roll pin is a

9.11a Camshaft locking tool cut from steel section . . .

9.11b . . . to fit sprocket spokes as closely as possible - K16 engine

9.12 Removing camshaft sprocket (roll pin arrowed) - K8 engine

1689 Rover 214 & 414 Updated Version 09/97

+ 29 hidden pages