AUX OPEL VECTRA 1988 Service Manual PDF

19Note that the central bearing shells have
thrust flanges which control crankshaft
endfloat (see illustration). Note also that the
shells fitted to the crankcase all have oil duct
holes, while only the centre main bearing cap
shell has an oil duct hole.
20When the shells are firmly located in the
crankcase and the bearing caps, lubricate
them with clean engine oil.
21Fill the lips of a new crankshaft rear oil
seal with grease, and fit it to the end of the
crankshaft.
22Carefully lower the crankshaft into
position in the crankcase (see illustration).
23If necessary, seat the crankshaft using
light blows with a rubber hammer on the
crankshaft balance webs.
24Lubricate the main bearing journals and
shells (see illustration), and then fit numbers
2, 3 and 4 main bearing caps, and tighten the
new bolts as far as possible by hand.25Fill the side grooves of the rear main
bearing cap with RTV jointing compound
(Vauxhall part No 90485251, or equivalent).
Coat the lower surfaces of the bearing cap
with sealing compound (Vauxhall part No 15
04 200, or equivalent), (see illustrations). Fit
the bearing cap, and tighten the new bolts as
far as possible by hand.
26Fit the front (No 1) main bearing cap, and
tighten the new bolts as far as possible by
hand, ensuring that the bearing cap is exactly
flush with the end face of the cylinder block.
27Working from the centre bearing cap
outwards, tighten the bearing cap securing
bolts to the specified torque in the two stages
given in the Specifications; i.e. tighten all bolts
to Stage 1, then tighten all bolts to Stage 2
and Stage 3 (see illustrations).28When all bolts have been fully tightened,
inject further RTV jointing compound into the
side grooves of the rear main bearing cap,
until it is certain that they are full.
29Now rotate the crankshaft, and check that
it turns freely, with no signs of binding or tight
spots.
30Check that the crankshaft endfloat is
within the specified limits, using a dial gauge,
or by inserting a feeler blade between the
thrust flange of the centre main bearing shell
and the machined surface of the crankshaft
(see illustrations). Before measuring, ensure
that the crankshaft is fully forced towards one
end of the crankcase, to give the widest
possible gap at the measuring location.
Incorrect endfloat will most likely be due to
crankshaft wear or to incorrect regrinding,
assuming that the correct bearing shells have
been fitted.
2A•32SOHC engine procedures
34.19 Fitting a central main bearing shell.
Note thrust flanges -
2.0 litre SOHC engine34.24 Lubricate the main bearing shells
before fitting the caps -
2.0 litre SOHC engine
34.30B . . .or a feeler blade -
2.0 litre SOHC engine
34.27A Tighten the main bearing cap bolts
to the specified torque . . .
34.27B . . .then through the specified
angle - 2.0 litre SOHC engine34.30A Check crankshaft endfloat using a
dial gauge . . .
34.25B . . .and the lower surfaces with
sealing compound -
2.0 litre SOHC engine34.25A Fill the side grooves of the rear
main bearing cap with RTV jointing
compound . . .
34.22 Lowering the crankshaft into the
crankcase -
2.0 litre SOHC engine

31Refit the previously removed
components, referring to the relevant
Sections of this Chapter.
35Crankshaft and bearings -
examination
4
Examination
1Examine the crankpin and main journal
surfaces for signs of scoring or scratches, and
check the ovality and taper of the crankpins
and main journals. If the bearing surface
dimensions do not fall within the tolerance
ranges given in the Specifications at the
beginning of this Chapter, the crankpins
and/or main journals will have to be reground.
2Big-end and crankpin wear is accompanied
by distinct metallic knocking, particularly
noticeable when the engine is pulling from low
revs, and some loss of oil pressure.
3Main bearing and main journal wear is
accompanied by severe engine vibration rumble
- getting progressively worse as engine rev’s
increase - and again by loss of oil pressure.
4If the crankshaft requires regrinding, take it
to an engine reconditioning specialist, who
will machine it for you and supply the correct
undersize bearing shells.
5Inspect the big-end and main bearing shells
for signs of general wear, scoring, pitting and
scratches. The bearings should be matt grey
in colour. With leadindium bearings, should a
trace of copper colour be noticed, the
bearings are badly worn, as the lead bearing
material has worn away to expose the indium
underlay. Renew the bearings if they are in
this condition, or if there are any signs of
scoring or pitting. You are strongly advised
to renew the bearings - regardless of their
condition at time of major overhaul.
Refitting used bearings is a false economy.
6The undersizes available are designed to
correspond with crankshaft regrind sizes. Thebearings are in fact, slightly more than the
stated undersize, as running clearances have
been allowed for during their manufacture.
7Main and big-end bearing shells can be
identified as to size by the marking on the
back of the shell. Standard size shell bearings
are marked STD or .00, undersize shells are
marked with the undersize such as 0.020 u/s.
This marking method applies only to
replacement bearing shells, and not to those
used during production.
8An accurate method of determining bearing
wear is by using a Plastigage. The crankshaft
is located in the main bearings (and, if
necessary, the big-end bearings), and the
Plastigage filament is located across the
journal. Vauxhall recommend that the
crankshaft journal and bearing shells are
lightly lubricated, to prevent the Plastigage
from tearing as the bearing cap is removed.
The bearing cap should be fitted, and the
bolts tightened to the specified torque. The
cap is then removed, and the width of the
filament is checked against a scale that shows
the bearing running clearance. The clearance
should be compared with that given in the
Specifications.
9Where applicable, check the teeth of the
crankshaft TDC sensor wheel for damage
(see illustration). If evident, the crankshaft
must be renewed.
10Similarly, check the condition of the pins
in the front crankshaft balance weight, which
serve as detect points for the plug-in
diagnostic sensor used by Vauxhall dealers
(see illustration).
36Cylinder block and bores -
examination and renovation
4
Examination
1Examine the cylinder bores for taper,
ovality, scoring and scratches. Start bycarefully examining the top of the cylinder
bores. If they are at all worn, a very slight
ridge will be found on the thrust side. This
marks the top of the piston ring travel. The
owner will have a good indication of the bore
wear before dismantling the engine, or
removing the cylinder head. Excessive oil
consumption, accompanied by blue smoke
from the exhaust, is a sure sign of worn
cylinder bores and piston rings.
2Measure the bore diameter across the
block, and just below any ridge. This can be
done with an internal micrometer or a dial
gauge. Compare this with the diameter of the
bottom of the bore, which is not subject to
wear. If no measuring instruments are
available, use a piston from which the rings
have been removed, and measure the gap
between it and the cylinder wall with a feeler
blade. Refer to the Specifications. If the
cylinder wear exceeds the permitted
tolerances, then the cylinders will need
reboring, in which case note the following
points:
a)Piston and cylinder bores are closely
matched in production. The actual
diameter of the piston is indicated by
numbers on its crown; the same numbers
stamped on the crankcase indicate the
bore diameter
b)After reboring has taken place, the
cylinder bores should be measured
accurately and oversize pistons selected
from the grades available to give the
specified piston-to-bore clearance
c)For grading purposes, the piston diameter
is measured across the bottom of the skirt
3If the wear is marginal and within the
tolerances given, new special piston rings can
be fitted to offset the wear.
4Thoroughly examine the crankcase and
cylinder block for cracks and damage, and
use a piece of wire to probe all oilways and
waterways to ensure that they are
unobstructed.
SOHC engine procedures 2A•33
35.10 Check the condition of the pins (arrowed) in the front
crankshaft balance weight - 2.0 litre SOHC engine35.9 Check the condition of the TDC sensor wheel teeth at the
front of the crankshaft - 2.0 litre SOHC engine
2A

Spare parts are available from many
sources, for example: Vauxhall dealers, other
garages and accessory shops, and motor
factors. Our advice regarding spare part
sources is as follows.
Officially appointed Vauxhall
dealers
This is the best source of parts that are
peculiar to your car and are otherwise not
generally available (e.g. complete cylinder
heads, transmission components, badges,
interior trim, etc.). It is also the only place at
which you should buy parts if your vehicle is
still under warranty -use of non-Vauxhall
components may invalidate the warranty. To
be sure of obtaining the correct parts it willalways be necessary to give the storeman
your car’s vehicle identification number, and if
possible, to take the “old” parts along for
positive identification. Remember that many
parts are available on a factory exchange
scheme -any parts returned should always be
clean! It obviously makes good sense to go
straight to the specialists on your car for this
type of part for they are best equipped to
supply you.
Other garages and accessory
shops
These are often very good places to buy
materials and components needed for the
maintenance of your car (e.g. oil filters, spark
plugs, bulbs, drivebelts, oils and greases,touch-up paint, filler paste, etc.). They also
sell general accessories, usually have
convenient opening hours, charge lower
prices and can often be found not far from
home.
Motor factors
Good factors will stock all the more
important components that wear out
relatively quickly (e.g. clutch components,
pistons, valves, exhaust systems, brake
cylinders/pipes/hoses/seals/shoes and pads,
etc.). Motor factors will often provide new or
reconditioned components on a part
exchange basis -this can save considerable
amount of money.
Modifications are a continuing and
unpublished process in vehicle manufacture,
quite apart from major model changes. Spare
parts manuals and lists are compiled upon a
numerical basis, the individual vehicle
numbers being essential to correct identifi-
cation of the component required.
When ordering spare parts, always give as
much information as possible. Quote the car
model, year of manufacture and vehicle iden-
tification and/or engine numbers as
appropriate.The vehicle identification plate is riveted on
top of the front body panel and includes the
Vehicle Identification Number (VIN), vehicle
weight information and paint and trim colour
codes.
The Vehicle Identification Number (VIN) is
given on the vehicle identification plate and is
also stamped into the body floor panel
between the driver’s seat and the door sill
panel; lift the flap in the carpet to see it.
The engine number is stamped on a
horizontal flat located on the exhaust manifoldside of the cylinder block, at the distributor
end.
During 1995, Vauxhall introduced ‘Car
pass’. This is a card, which is issued to the
customer when the car is first bought. It
contains important information, e.g. VIN
number, key number and radio code. It also
includes a special code for diagnostic
equipment, therefore it must be kept in a
secure place and not in the vehicle.
Buying Spare Parts REF•3
The VIN number is also stamped on the
floor next to the drivers seatThe Vehicle Identification Number (VIN)
plate (1) and engine number (2)
REF
Vehicle Identification

The jack supplied with the vehicle tool kit
should only be used for changing roadwheels.
When carrying out any other kind of work,
raise the vehicle using a hydraulic jack, and
always supplement the jack with axle stands
positioned under the vehicle jacking points.
When jacking up the vehicle with a trolleyjack, position the jack head under one of the
relevant jacking points (note that the jacking
points for use with a hydraulic jack are
different to those for use with the vehicle
jack). Do not jack the vehicle under the sump
or any of the steering or suspension
components. Supplement the jack using axlestands. The jacking points and axle stand
positions are shown in the accompanying
illustrations. Never work under, around, or
near a raised vehicle, unless it is adequately
supported in at least two places.
The radio/cassette unit fitted as standard
equipment by Vauxhall is equipped with a
built-in security code, to deter thieves. If the
power source to the unit is cut, the anti-theft
system will activate. Even if the power source
is immediately reconnected, the
radio/cassette unit will not function until the
correct security code has been entered.Therefore, if you do not know the correct
security code for the radio/cassette unit, do
not disconnect the battery negative terminal
of the battery, or remove the radio/cassette
unit from the vehicle.
Refer to the Audio handbook supplied in
the owners handbook pack, for further details
of how to use the code.If you should loose or forget the code, seek
the advice of your Vauxhall dealer. On
presentation of proof of ownership, a Vauxhall
dealer will be able to unlock the unit and
provide you with a new security code.
Jacking and Vehicle Support REF•5
Rear jacking point for hydraulic jack or
axle standsWhen raising the front of the vehicle,
locate the jack underneath the centre of
the subframe. Note the use of the block of
wood placed on the jack headFront jacking point for hydraulic jack or
axle stands
Location of jacking points
1 Jacking points for use with vehicle jack 2 Jacking points for use with hydraulic jack or axle stands
REF
Radio/cassette unit Anti-theft System

Note:Before diagnosing suspension or steering faults, be sure that the
trouble is not due to incorrect tyre pressures, mixtures of tyre types, or
binding brakes.
Vehicle pulls to one side
MDefective tyre (Chapter 1).
MExcessive wear in suspension or steering components (Chapters 1
and 10).
MIncorrect front wheel alignment (Chapter 10).
MAccident damage to steering or suspension components
(Chapter 1).
Wheel wobble and vibration
MFront roadwheels out of balance (vibration felt mainly through the
steering wheel), (Chapters 1 and 10).
MRear roadwheels out of balance (vibration felt throughout the
vehicle), (Chapters 1 and 10).
MRoadwheels damaged or distorted (Chapters 1 and 10).
MFaulty or damaged tyre (Chapter 1).
MWorn steering or suspension joints, bushes or components
(Chapters 1 and 10).
MWheel bolts loose (Chapters 1 and 10).
Excessive pitching and/or rolling around corners,
or during braking
MDefective shock absorbers (Chapters 1 and 10).
MBroken or weak spring and/or suspension component (Chapters 1
and 10).
MWorn or damaged anti-roll bar or mountings (Chapter 10).
Wandering or general instability
MIncorrect front wheel alignment (Chapter 10).
MWorn steering or suspension joints, bushes or components
(Chapters 1 and 10).
MRoadwheels out of balance (Chapters 1 and 10).
MFaulty or damaged tyre (Chapter 1).
MWheel bolts loose (Chapters 1 and 10).
MDefective shock absorbers (Chapters 1 and 10).
Excessively stiff steering
MLack of steering gear lubricant (Chapter 10).
MSeized track rod end balljoint or suspension balljoint (Chapters 1
and 10).
MBroken or incorrectly adjusted auxiliary drivebelt - power steering
(Chapter 1).
Fault Finding REF•17
REF
Note:Before assuming that a brake problem exists, make sure that the
tyres are in good condition and correctly inflated, that the front wheel
alignment is correct, and that the vehicle is not loaded with weight in an
unequal manner. Apart from checking the condition of all pipe and
hose connections, any faults occurring on the anti-lock braking system
should be referred to a Peugeot dealer for diagnosis.
Vehicle pulls to one side under braking
MWorn, defective, damaged or contaminated brake pads/shoes on
one side (Chapters 1 and 9).
MSeized or partially seized front brake caliper/wheel cylinder piston
(Chapters 1 and 9).
MA mixture of brake pad/shoe lining materials fitted between sides
(Chapters 1 and 9).
MBrake caliper or backplate mounting bolts loose (Chapter 9).
MWorn or damaged steering or suspension components
(Chapters 1 and 10).
Noise (grinding or high-pitched squeal) when
brakes applied
MBrake pad or shoe friction lining material worn down to metal
backing (Chapters 1 and 9).
MExcessive corrosion of brake disc or drum. This may be apparent
after the vehicle has been standing for some time (Chapters 1 and 9).
MForeign object (stone chipping, etc.) trapped between brake disc
and shield (Chapters 1 and 9).
Excessive brake pedal travel
MInoperative rear brake self-adjust mechanism - drum brakes
(Chapters 1 and 9).
MFaulty master cylinder (Chapter 9).
MAir in hydraulic system (Chapters 1 and 9).
MFaulty vacuum servo unit (Chapter 9).
Brake pedal feels spongy when depressed
MAir in hydraulic system (Chapters 1 and 9).
MDeteriorated flexible rubber brake hoses (Chapters 1 and 9).
MMaster cylinder mounting nuts loose (Chapter 9).
MFaulty master cylinder (Chapter 9).
Excessive brake pedal effort required to stop
vehicle
MFaulty vacuum servo unit (Chapter 9).
MDisconnected, damaged or insecure brake servo vacuum hose
(Chapter 9).
MPrimary or secondary hydraulic circuit failure (Chapter 9).
MSeized brake caliper or wheel cylinder piston(s) (Chapter 9).
MBrake pads or brake shoes incorrectly fitted (Chapters 1 and 9).
MIncorrect grade of brake pads or brake shoes fitted (Chapters 1
and 9).
MBrake pads or brake shoe linings contaminated (Chapters 1 and 9).
Judder felt through brake pedal or steering wheel
when braking
MExcessive run-out or distortion of discs/drums (Chapters 1 and 9).
MBrake pad or brake shoe linings worn (Chapters 1 and 9).
MBrake caliper or brake backplate mounting bolts loose (Chapter 9).
MWear in suspension or steering components or mountings
(Chapters 1 and 10).
Brakes binding
MSeized brake caliper or wheel cylinder piston(s) (Chapter 9).
MIncorrectly adjusted handbrake mechanism (Chapter 9).
MFaulty master cylinder (Chapter 9).
Rear wheels locking under normal braking
MRear brake shoe linings contaminated (Chapters 1 and 9).
MFaulty brake pressure regulator (Chapter 9).
Braking system
Suspension and steering

Note:For problems associated with the starting system, refer to the
faults listed under “Engine” earlier in this Section.
Battery will not hold a charge for more than a few
days
MBattery defective internally (Chapter 5).
MBattery terminal connections loose or corroded (Chapter 1).
MAuxiliary drivebelt worn or incorrectly adjusted (Chapter 1).
MAlternator not charging at correct output (Chapter 5).
MAlternator or voltage regulator faulty (Chapter 5).
MShort-circuit causing continual battery drain (Chapters 5 and 12).
Ignition/no-charge warning light remains
illuminated with engine running
MAuxiliary drivebelt broken, worn, or incorrectly adjusted (Chapter 1).
MAlternator brushes worn, sticking, or dirty (Chapter 5).
MAlternator brush springs weak or broken (Chapter 5).
MInternal fault in alternator or voltage regulator (Chapter 5).
MBroken, disconnected, or loose wiring in charging circuit
(Chapter 5).
Ignition/no-charge warning light fails to come on
MWarning light bulb blown (Chapter 12).
MBroken, disconnected, or loose wiring in warning light circuit
(Chapter 12).
MAlternator faulty (Chapter 5).
Lights inoperative
MBulb blown (Chapter 12).
MCorrosion of bulb or bulbholder contacts (Chapter 12).
MBlown fuse (Chapter 12).
MFaulty relay (Chapter 12).
MBroken, loose, or disconnected wiring (Chapter 12).
MFaulty switch (Chapter 12).
Instrument readings inaccurate or erratic
Instrument readings increase with engine speed
MFaulty voltage regulator (Chapter 12).
Fuel or temperature gauges give no reading
MFaulty gauge sender unit (Chapters 3, 4A and 4B).
MWiring open-circuit (Chapter 12).
MFaulty gauge (Chapter 12).
Fuel or temperature gauges give continuous maximum
reading
MFaulty gauge sender unit (Chapters 3, 4A and 4B).
MWiring short-circuit (Chapter 12).
MFaulty gauge (Chapter 12). MIncorrect front wheel alignment (Chapter 10).
MSteering rack or column bent or damaged (Chapter 10).
Excessive play in steering
MWorn steering column intermediate shaft universal joint
(Chapter 10).
MWorn steering track rod end balljoints (Chapters 1 and 10).
MWorn rack-and-pinion steering gear (Chapter 10).
MWorn steering or suspension joints, bushes or components
(Chapters 1 and 10).
Lack of power assistance
MBroken or incorrectly adjusted auxiliary drivebelt (Chapter 1).
MIncorrect power steering fluid level (Chapter 1).
MRestriction in power steering fluid hoses (Chapter 1).
MFaulty power steering pump (Chapter 10).
MFaulty rack-and-pinion steering gear (Chapter 10).
Tyre wear excessive
Tyres worn on inside or outside edges
MTyres under-inflated (wear on both edges), (Chapter 1).
MIncorrect camber or castor angles (wear on one edge only),
(Chapter 10).
MWorn steering or suspension joints, bushes or components
(Chapters 1 and 10).
MExcessively hard cornering.
MAccident damage.
Tyre treads exhibit feathered edges
MIncorrect toe setting (Chapter 10).
Tyres worn in centre of tread
MTyres over-inflated (Chapter 1).
Tyres worn on inside and outside edges
MTyres under-inflated (Chapter 1).
Tyres worn unevenly
MTyres/wheels out of balance (Chapter 1).
MExcessive wheel or tyre run-out (Chapter 1).
MWorn shock absorbers (Chapters 1 and 10).
MFaulty tyre (Chapter 1).
REF•18Fault Finding
Electrical system
Suspension and steering (continued)

oil and filter renewal - 0•17, 1•2, 1•9
oil cooler - 2B•10
oil level - 0•12
oil pump - 2A•28, 2B•9
piston rings - 2A•30
piston/connecting rod - 2A•29
removal - 2A•8, 2B•3
SOHC - 2A•1 et seq
sump - 2A•27, 2B•9
timing belt - 2A•13, 2B•3, 2B•6
undershield - 11•13
valve lifters - 2A•24, 2B•9
valves - 2A•5, 2B•2
Environmental considerations- REF•4
Exhaust manifold- 4C•5
Exhaust system check- 1•11, 4C•5
Expansion tank- 3•5
FFan (radiator)- 3•5
Fault diagnosis- REF•12 et seq
automatic transmission - REF•12, REF•16
braking system - REF•12, REF•17
clutch - REF•12, REF•15
cooling system - REF•12, REF•15
driveshafts - REF•12, REF•16
electrical system - REF•12, REF•18
engine - REF•12, REF•13
fuel and exhaust systems - REF•12, REF•15
manual transmission - REF•12, REF•16
steering - REF•12, REF•17
suspension - REF•12, REF•17
Flexplate (automatic transmission)- 2A•26
Flushing (cooling system)- 3•2
Flywheel- 2A•26
Foglamp- 12•11
Fuel and exhaust (carburettor) systems-
4A•1 et seq
Fuel and exhaust (fuel injection) systems-
4B•1 et seq
Fuel and exhaust systems - emissions-
4C•1 et seq
Fuel and exhaust systems:
accelerator cable - 4A•5
accelerator pedal - 4A•5
air box - 4B•5
air cleaner - 1•3, 1•13, 4A•3, 4B•4
air pump/cut off valve - 4C•2
air temperature control - 4B•5
airflow meters - 4B•12
automatic choke - 4A•9
carbon canister - 4C•4
carburettor - 4A•5, 4A•11
catalytic converter - 4C•3
control unit - 4B•16
depressurising fuel system - 4B•5
EGR components - 4C•2
exhaust manifold - 4C•5
exhaust system check - 1•11, 4C•5
fault diagnosis - REF•12, REF•15
filler cap - 11•13
fuel filters - 1•3, 1•14, 4B•6
fuel flow damper - 4B•8
fuel injector(s) - 4B•13
fuel level sender unit - 4A•4, 4B•8
fuel pressure regulator - 4B•10
fuel pump - 4A•3, 4B•6fuel tank - 4A•4, 4B•7
fuel vapour separator - 4A•4
idle speed/mixture adjustment - 4A•7,
4A•12, 4B•9, 4B•11
inlet manifold - 4A•12, 4B•17
knock sensor - 4B•17
lambda sensor - 4C•4
manifolds - 4A•12, 4B•17, 4C•5
mixture (CO) - 4A•7, 4A•12, 4B•9
oxygen sensor - 4C•4
Pierburg 2E3 - 4A•5
potentiometer - 4B•12, 4B•16
throttle cable - 4A•5
throttle pedal - 4A•5
Fuses- 12•1, 12•3
GGear selector linkage- 7A•2
Gearbox - see Manual or Automatic
transmission
Gearbox oil- 0•17, 1•2, 1•15
Gearchange lever- 7A•3
Glass- 11•9
Glossary of technical terms- REF•20
Glove compartment- 11•18
HHandbrake adjustment- 9•18
Handbrake cables- 9•19
Handbrake lever- 9•20
Handles (door)- 11•7
Hazard warning switch- 12•4
Headlamp alignment- 12•10
Headlamp unit- 12•9
Headlining- 11•19
Heater blower motor switch- 12•4
Heater control panel- 3•6
Heater matrix- 3•7
Heating systems- 3•1 et seq
Horn- 12•8
Hose and fluid leak check- 0•9, 1•9
Hoses brake- 9•18
IIdle speed/mixture/adjustment- 4A•7,
4A•12, 4B•9, 4B•11
Ignition coil- 5•9
Ignition switch- 12•3
Ignition system- 5•2
Igniton timing- 5•2, 5•13
Indicator lamps- 12•11
Indicator switch- 12•4
Injector(s)- 4B•13
Inlet manifold- 4A•12, 4B•17
Input shaft (clutch) oil seal- 7A•4
Instrument panel- 12•6
Interior lamps- 12•8
Interior trim panels- 11•14
Introduction to the Vauxhall Cavalier- 0•4
JJacking and vehicle support- REF•5
Jump starting- 0•7
KKickdown switch - 7B•3
Knock sensor- 4B•17
LLambda sensor- 4C•4
Lamps- 12•8, 12•9
Leaks- 0•9, 1•9
Light switch- 12•4
Locks bonnet- 11•4
Locks door- 11•8
Locks tailgate- 11•6
Lubricants and fluids- 0•17
MMain and big-end bearings- 2A•31
Maintenance - see Routine maintenance
Maintenance schedule- 1•4
Manifolds- 4A•12, 4B•17, 4C•5
Manual transmission- 7A•1 et seq
differential bearing oil seals - 7A•3
fault diagnosis - REF•12, REF•16
gear selector linkage - 7A•2
gearbox oil - 0•17, 1•2, 1•15
gearchange lever - 7A•3
input shaft (clutch) oil seal - 7A•4
overhaul -7A•5
removal and refitting - 7A•4
reversing lamp switch - 7A•6
speedometer drive - 7A•6
Master cylinder (brake)- 9•13
Mirrors- 11•11
Mixture (CO)- 4A•7, 4B•9
MOT test checks- REF•8
Mountings (engine/transmission)- 2A•12,
2B•3
NNumber plate lamp- 12•11
OOil change- 0•17, 1•2, 1•9
Oil cooler- 2B•10
Oil filter- 1•2, 1•9
Oil pressure warning lamp switch- 12•5
Oil pump- 2A•28, 2B•9
Oil seals:
differential bearing - 7A•3
general - REF •4
camshaft - 2A•18, 2B•6
crankshaft - 2A•26, 2B•6, 2B•9
Oils- 0•17, 1•2
Open-circuit, finding - 12•2
Oxygen sensor- 4C•4
PPads (brake)- 9•4
Paintwork damage- 11•2
Parts- REF•3
Pedals
brake - 9•21
clutch - 6•3
throttle - 4A•5
REF•26Index