oil level LAND ROVER DEFENDER 1999 User Guide

ENGINE
23
REPAIR FILTER - OIL
Service repair no - 12.60.04
Remove
1.Remove 3 bolts and remove engine acoustic
cover.
2.Release clip and disconnect breather hose from
camshaft cover.
3.Release clips and disconnect air flow meter from
air filter.
4.Disconnect multiplug from air flow meter.
5.Loosen clip screw and remove air inlet hose
from turbocharger.
6.Remove 3 bolts and remove manifold heat
shield.
7.Clean area around filter head and place a
container beneath engine.
8.Using a strap wrench, unscrew and discard filter.
Refit
9.Clean mating face of filter head.
10.Lubricate sealing ring of new filter with clean
engine oil.
11.Fit filter and tighten by hand until it seats then
tighten a further half turn.
12.Start and run engine to check for leaks.
13.Stop engine, wait a few minutes, then check oil
level.
14.Top up engine oil.
15.Position exhaust manifold heat shield and
tighten 3 bolts.
16.Position air inlet hose to turbocharger and
tighten clip screw.
17.Connect air flow meter to air filter and secure
clips.
18.Connect air flow meter multiplug.
19.Connect breather hose and secure with clip.
20.Position engine acoustic cover.
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ENGINE
29
REPAIR VALVE - RELIEF - OIL PRESSURE
Service repair no - 12.60.56
Remove
1.Remove sump gasket.See this Section.
2.Remove and discard oil pressure relief valve
plug from oil pump housing.
3.Remove spring and valve.
Refit
4.Clean valve and spring.
5.Clean valve seating inside oil pump housing.
6.Lubricate valve and seating.
7.Fit valve and spring to pump.
8.Apply Loctite 243 sealant to threads of a new
plug.
9.Fit plug and tighten to23 Nm ( 17 lbf.ft).
10.Fit sump gasket.See this Section.
11.Check engine oil level, top-up if necessary.COOLER - ENGINE OIL
Service repair no - 12.60.68
Remove
1.Drain cooling system.See COOLING
SYSTEM, Adjustment.
2.Remove centrifuge assembly.See this
Section.
3.Remove clutch housing bolt and release coolant
pipe from rear of engine.
4.Release clip and coolant hose from oil cooler.
5.Disconnect oil pressure switch multiplug.
6.Remove oil filter element using a suitable strap
wrench.
7.Remove 3 bolts, remove oil filter adaptor and
discard gasket.
8.Remove 7 bolts, remove oil cooler and discard
gasket.
9.Remove oil pressure switch.
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19FUEL SYSTEM
4
DESCRIPTION AND OPERATION Fuel Pump
The fuel pump assembly comprises a top cover which locates the electrical connector, and four fuel pipe
couplings. The top cover is attached to a plastic cup shaped housing and retained on three sliding clips. Two coil
springs are located between the cover and the housing and ensure that the fuel pump remains seated positively at
the bottom of the tank when installed.
The housing locates the two stage fuel pump and also the fuel gauge sender unit. The lower part of the housing is
the swirl pot which maintains a constant level of fuel at the fuel pick-up. A coarse filter is located in the base of the
housing and prevents the ingress of contaminants into the pump and the fuel system from the fuel being drawn
into the pump. A fine filter is located in the intake to the low pressure stage to protect the pump from
contaminants. Flexible pipes connect the couplings on the top cover to the pump.
A non-return valve is located in the base of the housing. When the fuel tank is full, fuel pressure keeps the valve
lifted from its seat, allowing fuel to flow into the swirl pot. As the tank level reduces, the fuel pressure in the tank
reduces causing the valve to close. When the valve is closed, fuel is retained in the swirl pot, ensuring that the
swirl pot remains full and maintains a constant supply to the fuel pump.
The two stage pump comprises a high and low pressure stage. The low pressure stage draws fuel from the swirl
pot through a filter. The low pressure stage pumps fluid at a pressure of 0.75 bar (10.9 lbf.in) and a flow of 30
litres/hour (8 US Gallons/hour) to the fuel filter. A proportion of the fuel from the low pressure stage also passes,
via a restrictor, through a jet pump which keeps fuel circulating in the swirl pot. The high pressure stage draws the
low pressure fuel from the fuel filter and pressurises it to a pressure of 4.0 bar (58 lbf.in). The pressurised fuel is
then passed from the pump to the injectors at a flow of 180 litres/hour (47.6 US Gallons/hour). A fuel pressure
regulator is located at the rear of the engine and ensures that the delivery pressure remains at 4.0 bar (58 lbf.in)
by controlling the amount of fuel returning to the fuel tank.
The fuel pump has a maximum current draw of 15 Amps at 12 Volts and is supplied a feed (C0114-1) from the fuel
pump relay (C0730-2) on a white/purple wire.
Fuel Gauge Sender
The fuel gauge sender unit comprises a rotary potentiometer operated by a float. The float rises and falls with the
fuel level in the tank and moves the potentiometer accordingly.
A feed is supplied to the fuel gauge sender (C0114-1) by the fuel pump relay (C0730-2) on a purple/white then
white/purple wire. The sender is earthed (C0114-3) on a slate/black wire via header 287. The output voltage
(C0114-2) from the sender to the instrument pack (C1061-3) varies in relation to the fuel level. This output voltage
is connected to the fuel gauge C1054-2). The fuel gauge receives a battery voltage input (C1054-3) on a
white/green wire. This is compared with the output voltage from the potentiometer. The difference between the two
voltages determines the deflection of the fuel gauge pointer.
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COOLING SYSTEM
9
DESCRIPTION AND OPERATION Viscous Fan
1.Idler pulley drive attachment
2.Fan blades3.Bi-metallic coil
4.Body
The viscous fan provides a means of controlling the speed of the fan relative to the operating temperature of the
engine. The fan rotation draws air through the radiator, reducing engine coolant temperatures when the vehicle is
stationary or moving slowly.
The viscous fan is attached to an idler pulley at the front of the engine which is driven at crankshaft speed by the
auxiliary drive belt. The fan is secured to the pulley by a right hand threaded nut. The nut is positively attached to
the fan spindle which is supported on bearings in the fan body. The viscous drive comprises a circular drive plate
attached to the spindle and driven from the idler pulley. The drive plate and body have interlocking annular
grooves with a small clearance which provides the drive when silicone fluid enters the fluid chamber. A bi-metallic
coil is fitted externally on the forward face of the body. The coil is connected to and operates a valve in the body.
The valve operates on a valve plate with ports that connect the reservoir to the fluid chamber. The valve plate also
has return ports which, when the valve is closed, scoop fluid from the fluid chamber and push it into the reservoir
under centrifugal force.
Silicone fluid is retained in a reservoir at the front of the body. When the engine is off and the fan is stationary, the
silicone fluid level stabilises between the reservoir and the fluid chamber. This will result in the fan operating when
the engine is started, but the drive will be removed quickly after the fan starts rotating and the fan will’freewheel’.
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26COOLING SYSTEM
12
DESCRIPTION AND OPERATION Viscous Fan Operation
A = Cold
B = Hot
1.Drive plate
2.Fan body
3.Clearance
4.Valve plate
5.Valve
6.Bi-metallic coil7.Fluid seals
8.Ball race
9.Fluid chamber
10.Reservoir
11.Return port
When the engine is off and the fan is not rotating, the silicone fluid stabilises within the fluid chamber and the
reservoir. The fluid levels equalise due to the return port in the valve plate being open between the fluid chamber
and the reservoir. In this condition, when the engine is started, silicone fluid is present in the fluid chamber and
causes drag to occur between the drive plate and the body. This causes the fan to operate initially when the
engine is started.
As the fan speed increases, centrifugal force and a scoop formed on the fluid chamber side of the valve plate,
pushes the silicone fluid through the return port in the valve plate into the reservoir. As the fluid chamber empties,
the drag between the drive plate and the body is reduced, causing the drive plate to slip. This reduces the
rotational speed of the fan and allows it to’freewheel’.
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37MANUAL GEARBOX
2
ADJUSTMENT GEARBOX OIL - DRAIN AND REFILL
Service repair no - 37.24.01
Drain
1.The oil should be drained when the gearbox is
warm and the vehicle is standing on a level
surface.
WARNING: Observe due care when
draining gearbox as oil can be very hot.
2.Raise vehicle on ramp.
3.Position container to collect oil.
4.Clean area around filler/level plug.
5.Remove filler/level plug.
NOTE: Later gearboxes: Use No. 55 Torx
bit to remove filler/level plug.
6.Remove gearbox drain plug and discard sealing
washer.Refill
1.Clean gearbox drain plug and fit new sealing
washer.
2.Fit gearbox drain plug and tighten to50 Nm (36
lbf.ft).
3.Fill gearbox with correct grade of oil.See
LUBRICANTS, FLUIDS AND CAPACITIES,
Information.
4.Apply Loctite 290 to the filler/level plug and
tighten to30 Nm (22 lbf.ft).
5.Remove fluid container.
6.Lower vehicle on ramp.
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REAR AXLE AND FINAL DRIVE
1
DESCRIPTION AND OPERATION DESCRIPTION
The welded steel rear axle casing houses a separate
spiral bevel type differential unit, which is off set to the
right of the vehicle centre line. The differential unit
drives the rear wheels via the axle shafts and fully
floating hubs which are mounted on tapered roller
bearings.
Lubrication
The differential is lubricated with oil and the hub
bearings with grease.The hub bearings are fitted with inner and outer seals.
The outer seals prevent the differential oil mixing with
the hub grease and the inner seals prevent dirt
ingress into the hub.
Ventilation
Ventilation of the hub bearings is through the outer oil
seals and the differential ventilation pipe, which
terminates at a high level.
Rear axle hub - 90
1.Axle casing
2.Ventilation pipe
3.Axle shaft
4.Wheel studs and hub
5.Wheel bearing stub axle6.Wheel bearings
7.Inner hub seal
8.Outer hub/axle shaft seal
9.Hub lock plate, thrust washer and nuts
10.Brake disc
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REAR AXLE AND FINAL DRIVE
1
FAULT DIAGNOSIS FAULT DIAGNOSIS
Complaint - Oil leaks
An external leak of lubrication from the hub seals can
be caused by a faulty internal seal. For example, if the
seals which separate the differential from the hubs are
faulty and the vehicle is operating or parked on an
embankment, oil from the differential may flood one
hub resulting in a lack of lubrication in the differential.
When a seal is found to be leaking check the axle
ventilation system, as a blockage can cause internal
pressure to force oil past the seals.
See’Description and Operation’for illustrations of oil
seal locations.
When investigating hub seal leaks check the grease
for dilution with oil. Also check the differential oil level,
for signs of metal particles in the oil and the condition
of internal seals.
If the vehicle is driven in deep water with defective oil
seals, water may contaminate the lubricants and raise
the differential oil level, giving a false impression that
the housing has been over filled.
Do not assume that a high oil level in the
differential is due to over filling or, that a low level
is because of an external leak.
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REAR AXLE AND FINAL DRIVE
9
OVERHAUL Differential backlash checks
96.Pick up differential unit as left after instruction
52.
97.Fit differential unit and lever unit away from drive
pinion until opposite bearing cup is seated
against housing. Do not tilt unit.
98.Install a dial gauge on casing with its stylus
resting on back face of crown wheel. Zero the
gauge.
99.Lever differential unit to engage crown wheel
teeth in full mesh with drive pinion teeth. Do not
tilt unit.
100.Note total reading obtained on dial gauge.
101.From this figure subtract 0,25 mm to obtain
correct crown wheel backlash when fitted. The
result indicates value of shimming to be fitted
between differential case and bearing cone at
crown wheel side of differential.
102.Fit shim value determined in instruction 101,
taking shims from pack previously determined
during’Differential bearing adjustment’checks,
instructions 57 to 62LRT-51-500details 1 and 2,
pressLRT-99-002, andLRT-51-504.
103.Fit remaining shims from instruction 101 to
opposite side of differential.LRT-51-501details
1 and 2, pressLRT-99-002, andLRT-51-504.
104.Fit differential unit with shims and bearings to
axle casing, using axle compressorLRT-51-503
.
105.Remove axle compressor106.Fit bearing caps in their correct position,
referring to relationship markings on caps and on
axle casing.
107.Tighten bearing caps fixings to135 Nm (100
lbf/ft).
108.Mount a dial gauge on axle casing with stylus
resting on a crown wheel tooth.
109.Prevent drive pinion from rotating and check
crown wheel backlash which must be 0,15 to
0,27 mm. If backlash is not within specified
limits, repeat differential backlash checks,
instructions 96 to 102 looking for possible errors.
110.Fit differential cover and new gasket, coating
both sides of gasket with Hylomar PL 32M or an
equivalent non-setting sealant. Torque load for
fixings is30 Nm (22 lbf/ft).
111.Reverse instructions 3 to 5 and coat threads of
hub driving member bolts with Loctite’Studlock’
grade CVX and fit and tighten bolts evenly to
correct torque.
112.Fit rear axle assembly to vehicleSee Repair.
Rear axle.
113.Replenish differential with recommended
lubricantSee LUBRICANTS, FLUIDS AND
CAPACITIES, Information. Recommended
lubricants and fluids. After initial axle run,
check oil level and replenish as necessary to
filler/level plug hole.
114.Where major running parts have been replaced
during servicing, it is a recommended practice to
allow axle assembly to’run in’by avoiding,
where possible, heavy loads and high speeds
during initial running.
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54FRONT AXLE AND FINAL DRIVE
2
DESCRIPTION AND OPERATION Lubrication
The differential, swivel pin housing and wheel hubs
are individually lubricated and separated by oil seals
(7) and (8), see J6267A, to prevent oil transfer across
the axle when the vehicle is traversing steep inclines.
The wheel bearings are lubricated with grease and the
swivel housing and differential with oil. On later
vehicles, identified by having only a filler plug in the
swivel housing, grease is used to lubricate the
housing assembly,
Ventilation
Ventilation of the differential is through a plastic pipe
(2) which terminates at a high level in the vehicle axle.
The swivel housings ventilate through axle shaft oil
seals (8) into the differential and the hub bearings
vent via the oil seals into the swivel housing.
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