ROVER 214 User Manual

1689 Rover 214 & 414 Updated Version 09/97

Rover 214 & 414

Service and Repair Manual

Mark Coombs and Christopher Rogers

Models covered

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

(1689-288-9AA3)

© Haynes Publishing 1997

A book in the Haynes Service and Repair Manual Series

All rights reserved. No part of this book may be reproduced or transmitted
in any form or by any means, electronic or mechanical, including
photocopying, recording or by any information storage or retrieval system,
without permission in writing from the copyright holder.

ISBN 1 85960 458 7

British Library Cataloguing in Publication Data

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

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

Somerset BA22 7JJ
Haynes Publishing

Sparkford, Nr Yeovil, Somerset BA22 7JJ, England

Haynes North America, Inc

861 Lawrence Drive, Newbury Park, California 91320, USA

Editions Haynes S.A.

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

Haynes Publishing Nordiska AB

Fyrisborgsgatan 5, 754 50 Uppsala, Sverige

1689 Rover 214 & 414 Updated Version 09/97

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

Contents

2A

1689 Rover 214 & 414 Updated Version 09/97

Chapter 2 Part A

Engine in-car repair procedures

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

2A•1

Contents

Specifications

General

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

Easy, suitable for
novice with little
experience

Fairly easy, suitable
for beginner with
some experience

Fairly difficult,

suitable for competent
DIY mechanic

Difficult, suitable for
experienced DIY
mechanic

Very difficult,

suitable for expert DIY
or professional

Degrees of difficulty

5

4

3

2

1

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

2A•2 Engine in-car repair procedures

1689 Rover 214 & 414 Updated Version 09/97

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

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

Engine in-car repair procedures 2A•3

2A

1689 Rover 214 & 414 Updated Version 09/97

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

2A•4 Engine in-car repair procedures

1689 Rover 214 & 414 Updated Version 09/97

1 General 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.

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 -

description and interpretation

2

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
having blown between them and the presence
of coolant in the engine oil will confirm this.
11 If 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.
12 If 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.
13 On completion of the test, refit the spark
plugs and reconnect the ignition system.

Engine in-car repair procedures 2A•5

3.4 Measuring compression pressure

2A

1689 Rover 214 & 414 Updated Version 09/97

4 Top Dead Centre (TDC) for

number one piston - locating

2

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.
2 Top 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.
3 While 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.
4 No 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

5 Disconnect the battery negative lead and
remove all the spark plugs.
6 Trace 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.
7 Apply 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.
8 From 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.
9 Using 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).
10 With 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

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 -

removal and refitting

2

Removal

1 Disconnect the battery negative lead.
2 Remove the air cleaner assembly and metal

intake duct.
3 Using 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),

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.
9 Working 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.
10 Carefully 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).

2A•6 Engine in-car repair procedures

5.12b . . . then refit bolts and apply sealant
at locations arrowed - K8 engine

5.12a Ensure seal is correctly seated in
cylinder head cover groove . . .

5.3b Disconnecting breather hoses from
cylinder head cover - K16 engine

5.3a Disconnecting breather hose from
cylinder head cover - K8 engine

1689 Rover 214 & 414 Updated Version 09/97

13 Refit the cover to the cylinder head,
ensuring that the seal remains seated in its
groove. Fit all bolts, finger-tight.
14 Tighten the cylinder head cover bolts in
the sequence shown to the specified torque
wrench setting (see illustration).
15 Refit 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.
16 Refit 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.
17 Connect the breather hose to the cylinder
head cover and secure it in position with the
retaining clip.
18 Refit the air cleaner housing and
reconnect the battery negative lead.

K16 engines

19 On 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.
20 If 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).
21 Lower 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.
22 Working in the sequence shown, tighten
the cylinder head cover retaining bolts to the
specified torque setting (see illustration).
23 Reconnect 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

torque. Tighten the air intake support bracket
screws.
24 Connect both the breather hoses to the
cylinder head cover and secure them in
position with the retaining clips.
25 Refit the air cleaner housing and
reconnect the battery negative lead.

6 Crankshaft pulley -

removal and refitting

2

Removal

1 Apply the handbrake then jack up the front
of the vehicle and support it on axle stands.
Remove the right-hand roadwheel.
2 From 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.
3 If necessary, rotate the crankshaft until the
relevant timing marks align.
4 Remove the power steering pump and/or
alternator drivebelt(s) (as applicable).
5 To 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

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.

7 Timing belt covers -

removal and refitting

4

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.

Engine in-car repair procedures 2A•7

5.20b . . . stamped markings would appear
as shown if gasket were placed on

camshaft carrier

5.20a Fit gasket to cylinder head cover
dowels (arrowed) so that . . .

5.14 Cylinder head cover bolt tightening
sequence - K8 engine

6.7 Ensure notch in crankshaft pulley
centre fits over crankshaft timing belt

sprocket locating lug (arrowed)

5.22 Cylinder head cover bolt tightening
sequence - K16 engine

2A

1689 Rover 214 & 414 Updated Version 09/97

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

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

3 Remove the crankshaft pulley.
4 Remove 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

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

timing belt tensioner.
7 Unscrew the bolt securing the cover to the
coolant pump.
8 On K16 engines, unbolt the engine/gearbox
unit right-hand mounting bracket from the
cylinder block/crankcase.
9 Remove the remaining cover retaining bolts
and withdraw the cover (see illustrations).

Refitting

Upper right-hand (outer) cover

10 Refitting 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).
11 Tighten the cover fasteners to the
specified torque setting.

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,

inspection, refitting and
adjustment

4

Removal

1 Disconnect the battery negative lead.
2 To 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

2A•8 Engine in-car repair procedures

7.10 Ensure timing belt upper right-hand
(outer) cover engages correctly with

cylinder head cover - K8 engine

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

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

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

7.4 Removing timing belt lower cover7.2b Timing belt upper right-hand (outer)

cover fasteners (arrowed) - K16 engine,

raised for clarity

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

1 Slacken screw - cover should be slotted
2 Remove fasteners

1689 Rover 214 & 414 Updated Version 09/97

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

clear of the timing belt covers. Take great care
not to place any undue strain on hoses and
mop up any spilt fluid immediately.
3 Remove the timing belt upper right-hand
(outer) cover.
4 Firmly apply the handbrake then jack up the
front of the vehicle and support it on axle
stands. Remove the right-hand roadwheel
5 From 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.
6 Using 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).
7 Check 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).
8 On K16 engines, use the tool described in
Section 9 to lock up the camshaft sprockets

so that they cannot move under valve spring
pressure when the timing belt is removed.
9 Remove the crankshaft sprocket and timing
belt lower cover.
10 Position a trolley jack with a wooden
spacer beneath the sump then gently jack it
up to take the weight of the engine.
11 Slacken 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).
12 Slacken 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).
13 Slip 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

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
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.

Engine in-car repair procedures 2A•9

8.11 Removing engine/gearbox unit right­hand mounting bracket - K8 engine

8.7 Camshaft sprocket marks (A) aligned
with timing belt upper left-hand (inner)

cover mark (B) - K16 engine

8.6 Crankshaft pulley mark aligned with

timing belt lower cover mark at 90° BTDC

8.15a Camshaft sprocket marks (A)

aligned with cylinder head top surface (B) -

K8 engine

8.13 Mark direction of rotation of timing
belt before removal

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

2A

1689 Rover 214 & 414 Updated Version 09/97

c) Crankshaft sprocket - The two dots must

be positioned on each side of the raised
rib on the oil pump body (see

illustration).

16 If 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)..
17 Slacken 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.
18 On K16 engines, remove the camshaft
sprocket locking tool.
19 On K8 engines, refit the engine/gearbox
unit right-hand mounting bracket, tightening
its bolts to the specified torque wrench
setting.
20 On all engines, refit the timing belt lower
cover and the crankshaft pulley.
21 Using 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.
22 If 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.
23 Reassemble 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.
24 Refit the front undercover panel and
roadwheel, then lower the vehicle to the ground.
25 Refit the timing belt upper right-hand
(outer) cover.

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

sprockets - removal,

inspection and refitting

4

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

2A•10 Engine in-car repair procedures

9.2a Timing belt, sprockets and covers - K8 engine

1 Timing belt upper right-

hand (outer) cover
2 Seal
3 Bolt
4 Bolt
5 Bolt
6 Shouldered bolt
7 Timing belt lower cover
8 Seal
9 Seal

10 Bolt
11 Bolt

12 Crankshaft pulley
13 Washer
14 Crankshaft pulley bolt
15 Timing belt tensioner

pulley assembly

16 Tensioner pulley Allen

screw

17 Tensioner backplate

clamp bolt
18 Tensioner pulley spring
19 Sleeve

20 Pillar bolt
21 Timing belt
22 Crankshaft sprocket
23 Camshaft sprocket
24 Camshaft sprocket bolt
25 Washer
26 Timing belt upper left-

hand (inner) cover

27 Bolt - cover to water

pump

28 Bolt

8.16 Refitting timing belt ­K16 engine

8.15b Crankshaft sprocket dots (A)

aligned on each side of oil pump raised

rib (B)

1689 Rover 214 & 414 Updated Version 09/97

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.

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

1 Disconnect the battery negative lead.
2 To 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.
3 Remove the timing belt upper right-hand
(outer) cover.
4 Apply the handbrake then jack up the front
of the vehicle and support it on axle stands.
Remove the right-hand roadwheel.
5 From 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.
6 Using 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)

8 Slacken 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.
9 Remove 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.
10 On 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 illus­tration 9.23a.
11 On K16 engines, unscrew the appropriate
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

Engine in-car repair procedures 2A•11

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

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

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

2A

1689 Rover 214 & 414 Updated Version 09/97

9.2b Timing belt, sprockets and covers - K16 engine

1 Timing belt upper right-

hand (outer) cover
2 Bolt
3 Seal
4 Bolt
5 Timing belt lower cover
6 Seal
7 Bolt
8 Bolt
9 Crankshaft pulley

10 Washer
11 Crankshaft pulley bolt
12 Timing belt
13 Camshaft sprockets
14 Bolt
15 Washer
16 Timing belt tensioner

pulley assembly

17 Tensioner pulley Allen

screw

18 Tensioner pulley spring
19 Sleeve
20 Pillar bolt
21 Tensioner backplate

clamp bolt
22 Crankshaft sprocket
23 Timing belt upper left-

hand (inner) cover
24 Bolt