1991 BMW 3 SERIES Cylinder head

friction surfaces of the brake shoes or
drums.
12Make sure the adjuster assembly is
properly engaged with its respective notch in
the handbrake lever.
13When refitting the automatic adjustment
mechanism, fit the lever on the shoe first (see
illustration), then hook the lower end of the
spring onto the lever and the upper end into
its hole in the front shoe (see illustration).
14When you’re done, the brake assembly
should look like this (see illustration). Now
proceed to the other brake.
15When you’re done with both brakes, refit
the brake drums.
16If the wheel cylinder was renewed (see
Note 2), bleed the hydraulic system as
described in Section 16.
17Depress the brake pedal repeatedly to
actuate the self-adjusting mechanism. A
clicking sound will be heard from the brake
drums as the adjusters take up the slack.
18Check the handbrake adjustment (Sec-
tion 11).
19Refit the wheels and bolts. Lower the
vehicle to the ground, and tighten the wheel
bolts to the torque listed in the Chapter 1
Specifications. Check the operation of the
brakes carefully before driving the vehicle in
traffic.
7 Master cylinder-
removal and refitting
3
Warning: Brake fluid is
poisonous. It is also an effective
paint stripper. Refer to the
warning at the start of Section 16.
Note: Although master cylinder parts and
overhaul kits are available for most models, we
recommend fitting a new or overhauled
master cylinder complete. It will take you more
time to overhaul the master cylinder than to
renew it, and you can’t even determine
whether the master cylinder is in good enough
condition to overhaul it until you have
dismantled it. You may very well find that itcan’t be overhauled because of its internal
condition.
Removal
1The master cylinder is connected to the
brake vacuum servo, and both are attached to
the bulkhead, located on the left-hand side of
the engine compartment (see illustration).
2Remove as much fluid as you can from the
reservoir with a syringe.
3Place rags under the line fittings, and
prepare caps or plastic bags to cover the
ends of the lines once they are disconnected.
Caution: Brake fluid will damage
paint. Cover all body parts, and
be careful not to spill fluid during
this procedure.
4Loosen the union nuts at the ends of the
brake lines where they enter the master
cylinder. To prevent rounding off the flats on
these nuts, a split ring (“brake”) spanner,
which wraps around the nut, should be used.
5Pull the brake lines away from the master
cylinder slightly, and plug the ends to prevent
dirt contamination and further fluid loss.
6Disconnect any electrical connectors at the
master cylinder, then remove the nutsattaching the master cylinder to the brake
servo. Pull the master cylinder off the studs,
and lift it out of the engine compartment.
Again, be careful not to spill fluid as this is
done. Discard the old O-ring (see illustration)
between the master cylinder and the servo
unit.
Warning: The O-ring should
always be renewed. A faulty O-
ring can cause a vacuum leak,
which can reduce braking performance
and cause an erratic idle.
Bleeding procedure
7Before fitting a new or overhauled master
cylinder, it should be bled on the bench.
Because it will be necessary to apply pressure
to the master cylinder piston and, at the same
time, control flow from the brake line outlets, it
is recommended that the master cylinder be
mounted in a vice. Use a vice with protected
jaws, and don’t clamp the vice too tightly, or
the master cylinder body might crack.
8Insert threaded plugs into the brake line
outlet holes. Tighten them down so that there
will be no air leakage past them, but not so
tight that they cannot be easily loosened.
9Fill the reservoir with brake fluid of the
recommended type (see “Lubricants, fluids
and capacities” in Chapter 1).
10Remove one plug, and push the piston
assembly into the master cylinder bore to
Braking system 9•9
6.14 When you get everything back
together, this is how it
should look! 6.13b . . . then hook the lower end of the
spring onto the lever as shown; stretch the
spring, and hook the upper end into its
hole in the handbrake shoe6.13a Refit the automatic adjuster lever
first - make sure it’s properly engaged with
the notch in the front end of the
adjuster mechanism . . .
7.6 Always renew the O-ring (1) - groove
arrowed - between the master cylinder and
the brake servo
7.1 To remove the master cylinder, unplug
the electrical connector (top arrow),
disconnect the brake fluid hydraulic line
fittings (lower right arrow, other fitting not
visible in this photo) and remove the two
master cylinder mounting nuts (lower left
arrow, other nut not visible in this photo) -
5-Series master cylinder shown, 3-Series
similar
9

expel the air from the master cylinder. A large
Phillips screwdriver can be used to push on
the piston assembly.
11To prevent air from being drawn back into
the master cylinder, the plug must be refitted
and tightened down before releasing the
pressure on the piston assembly.
12Repeat the procedure until brake fluid free
of air bubbles is expelled from the brake line
outlet hole. Repeat the procedure with the
other outlet hole and plug. Be sure to keep the
master cylinder reservoir filled with brake
fluid, to prevent the introduction of air into the
system.
13High pressure is not involved in the bench
bleeding procedure, so the plugs described
above need not be refitted each time the
piston is released, if wished. Instead, before
releasing the piston, simply put your finger
tightly over the hole to keep air from being
drawn back into the master cylinder. Wait
several seconds for brake fluid to be drawn
from the reservoir into the piston bore, then
depress the piston again, removing your
finger as brake fluid is expelled. Be sure to put
your finger back over the hole each time
before releasing the piston, and when the
bleeding procedure is complete for that outlet,
refit the plug and tighten it up before going on
to the other port.
Refitting
14Refit the master cylinder (together with a
new O-ring) over the studs on the brake servo,
and tighten the mounting nuts only finger-tight
at this time.
15Thread the brake line fittings into the
master cylinder. Since the master cylinder is
still a bit loose, it can be moved slightly in
order for the fittings to thread in easily. Do not
strip the threads as the fittings are tightened.
16Tighten the brake fittings securely, and
the mounting nuts to the torque listed in this
Chapter’s Specifications.
17Fill the master cylinder reservoir with fluid,
then bleed the master cylinder (only if the
cylinder has not already been bled) and the
brake system as described in Section 16.
18To bleed the cylinder on the vehicle, have
an assistant pump the brake pedal severaltimes and then hold the pedal to the floor.
Loosen the fitting nut to allow air and fluid to
escape, then tighten the nut. Repeat this
procedure on both fittings until the fluid is
clear of air bubbles. Test the operation of the
brake system carefully before returning the
vehicle to normal service.
8 Brake vacuum servo-
check, removal and refitting
3
Operating check
1Depress the brake pedal several times with
the engine off, until there is no change in the
pedal travel.
2Depress and hold the pedal, then start the
engine. If the pedal goes down slightly,
operation is normal.
Airtightness check
3Start the engine, and turn it off after one or
two minutes. Depress the brake pedal several
times slowly. If the pedal goes down further
the first time but gradually rises after the
second or third depression, the servo is
airtight.
4Depress the brake pedal while the engine is
running, then stop the engine with the pedal
depressed. If there is no change in the pedal
travel after holding the pedal for 30 seconds,
the servo is airtight.
Removal and refitting
5Dismantling the vacuum servo requires
special tools, and cannot be performed by the
home mechanic. If a problem develops, it is
recommended that a new unit be fitted.
6Remove the master cylinder as described in
Section 7.
7Disconnect the vacuum hose from the
brake servo.
8Working in the passenger compartment,
remove the glovebox and lower left-hand trim
panels.
9Remove the clip and clevis pin to
disconnect the pushrod from the cross-shaft
lever (right-hand-drive models) or brake pedal(left-hand-drive models) (see illustration). On
left-hand-drive models, also disconnect the
brake pedal return spring.
10Remove the four mounting nuts (see
illustration)and withdraw the servo unit from
the engine compartment.
11Inspect the small foam filter (see
illustration)inside the rubber boot on the
pushrod. If the filter is clogged, it may affect
the servo’s performance. To clean the filter,
wash it in a mild soapy solution. If it’s still
dirty, renew it.
12Refitting is the reverse of the removal
procedure. Tighten the brake servo mounting
nuts to the torque listed in this Chapter’s
Specifications. Before you slide the boot into
place over the servo pushrod air filter, make
sure the notches in the filter offset the notches
in the damper by 180 degrees.
13On 3-Series models, adjust the basic
setting of the pushrod’s threaded clevis until
the dimension is correct (see illustration).
When the basic setting is correct, tighten the
locknut, then adjust the brake pedal travel and
9•10 Braking system
8.13 On 3-Series models, adjust
dimension A (the distance between the
middle of the brake lever and the
bulkhead/”firewall”) by loosening the
locknut (1) at the pushrod clevis (2) and
turning the threaded part of the pushrod
until dimension A matches the dimension
listed in this Chapter’s Specifications.
When the basic setting is correct, tighten
the locknut, then adjust the brake pedal
height and the stop-light switch
8.11 An exploded view of a typical servo
pushrod assembly
1 Boot 2 Holder 3 Damper 4 Air filter8.10 Remove the four mounting nuts
(arrows) and withdraw the servo unit from
the engine compartment
(left-hand-drive model shown)
8.9 Disconnect the brake pedal return
spring, then remove the clip and clevis pin
(arrows) to disconnect the pushrod from
the brake pedal (left-hand-drive models)

then back off the adjuster until the shoes
don’t drag (see Section 11). Refit the wheel
bolts, and tighten them to the torque given in
Chapter 1 Specifications.
13 Brake pedal- adjustment
1
Note:You should always adjust brake pedal
height after the master cylinder or brake servo
has been removed or renewed. You should
also adjust the stop-light switch (see Sec-
tion 14).
1Measure the distance between the lower
edge of the brake pedal footpad (ie the edge
furthest from the bulkhead) and the bulkhead
(see illustration), and compare your
measurement with the dimension listed in this
Chapter’s Specifications. If it’s not as listed,
loosen the locknut on the pushrod, and rotatethe pushrod while holding the clevis stationary
until the distance is correct. Note:On right-
hand-drive models, the adjustment is carried
out at the left-hand side of the cross-shaft,
after removing the glovebox, but the
dimension is still measured at the pedal.
14 Stop-light switch-
check and adjustment
1
Note:The stop-light switch should be
checked and, if necessary, adjusted after the
master cylinder or brake servo has been
removed or renewed.
1The stop-light switch is located on a
bracket at the top of the brake pedal. The
switch activates the brake lights whenever the
pedal is depressed.
2With the brake pedal in the rest position,
measure the distance between the switch
contact point on the brake pedal and the
switch housing (see illustration)and
compare your measurement with dimension A
listed in this Chapter’s Specifications.
3If your measurement is outside theindicated dimension, disconnect the wires
from the switch. Loosen the locknuts, screw
the switch in or out until the plunger
dimension is correct, and retighten the
locknuts. Reconnect the wires and check for
correct operation.
15 Brake hoses and lines-
inspection and renewal
4
Warning: Brake fluid is
poisonous. It is also an effective
paint stripper. Refer to the
warning at the start of Section 16.
Inspection
1At the intervals specified in Chapter 1, the
brake hoses and lines should be inspected.
With the vehicle raised and placed securely
on axle stands, the flexible hoses should be
checked for cracks, chafing of the outer
cover, leaks, blisters and other damage.
These are important and vulnerable parts of
the brake system, and inspection should be
thorough. The metal pipes should be checked
for excessive pitting and corrosion. If a hose
or pipe exhibits any of the conditions
described, renew it.
Flexible hose renewal
2Clean all dirt away from the ends of the
hose. Have ready a suitable container to catch
spilled brake fluid when the hose is
disconnected.
3To disconnect the hose at the chassis end,
use a spanner to hold the hex-shaped fitting
on the end of the flexible hose, and loosen the
nut on the metal brake line (see illustration).
If the nut is stuck, soak it with penetrating oil.
After the hose is disconnected from the metal
line, remove the spring clip from the bracket
and detach the hose from the bracket.
4To detach the flexible hose from the caliper,
Braking system 9•13
12.9 When you’re done, the actuator
should be properly seated between the
two shoes as shown (hub removed for
clarity)12.8 Remove the shoes12.7c Remove the shoe hold-down springs
14.2 To adjust the stop-light switch,
loosen the locknuts (1) and screw the
switch (2) in or out until dimension A is
correct
13.1 To adjust the brake pedal height,
loosen the locknut (1) and turn the
pushrod (2) while holding the clevis (3) until
dimension A (the distance between the
lower edge of the brake pedal and the
bulkhead/”firewall”) is within the range
listed in this Chapter’s Specifications (left-
hand-drive shown, right-hand-drive similar)
9
A torch and mirror will prove
helpful for a complete hose
and line check.

REF•2MOT Test Checks
Seat belts and seats
Note: The following checks are applicable to
all seat belts, front and rear.
MExamine the webbing of all the belts
(including rear belts if fitted) for cuts, serious
fraying or deterioration. Fasten and unfasten
each belt to check the buckles. If applicable,
check the retracting mechanism. Check the
security of all seat belt mountings accessible
from inside the vehicle.
MThe front seats themselves must be
securely attached and the backrests must
lock in the upright position.
Doors
MBoth front doors must be able to be opened
and closed from outside and inside, and must
latch securely when closed.
Vehicle identification
MNumber plates must be in good condition,
secure and legible, with letters and numbers
correctly spaced – spacing at (A) should be
twice that at (B).
MThe VIN plate and/or homologation plate
must be legible.
Electrical equipment
MSwitch on the ignition and check the
operation of the horn.
MCheck the windscreen washers and wipers,
examining the wiper blades; renew damaged
or perished blades. Also check the operation
of the stop-lights.
MCheck the operation of the sidelights and
number plate lights. The lenses and reflectors
must be secure, clean and undamaged.
MCheck the operation and alignment of the
headlights. The headlight reflectors must not
be tarnished and the lenses must be
undamaged.
MSwitch on the ignition and check the
operation of the direction indicators (including
the instrument panel tell-tale) and the hazard
warning lights. Operation of the sidelights and
stop-lights must not affect the indicators - if it
does, the cause is usually a bad earth at the
rear light cluster.
MCheck the operation of the rear foglight(s),
including the warning light on the instrument
panel or in the switch.
Footbrake
MExamine the master cylinder, brake pipes
and servo unit for leaks, loose mountings,
corrosion or other damage.
MThe fluid reservoir must be secure and the
fluid level must be between the upper (A) and
lower (B) markings.MInspect both front brake flexible hoses for
cracks or deterioration of the rubber. Turn the
steering from lock to lock, and ensure that the
hoses do not contact the wheel, tyre, or any
part of the steering or suspension mechanism.
With the brake pedal firmly depressed, check
the hoses for bulges or leaks under pressure.
Steering and suspension
MHave your assistant turn the steering wheel
from side to side slightly, up to the point where
the steering gear just begins to transmit this
movement to the roadwheels. Check for
excessive free play between the steering
wheel and the steering gear, indicating wear or
insecurity of the steering column joints, the
column-to-steering gear coupling, or the
steering gear itself.
MHave your assistant turn the steering wheel
more vigorously in each direction, so that the
roadwheels just begin to turn. As this is done,
examine all the steering joints, linkages,
fittings and attachments. Renew any
component that shows signs of wear or
damage. On vehicles with power steering,
check the security and condition of the
steering pump, drivebelt and hoses.
MCheck that the vehicle is standing level,
and at approximately the correct ride height.
Shock absorbers
MDepress each corner of the vehicle in turn,
then release it. The vehicle should rise and
then settle in its normal position. If the vehicle
continues to rise and fall, the shock absorber
is defective. A shock absorber which has
seized will also cause the vehicle to fail.
2Checks carried out
WITH THE VEHICLE ON THE
GROUND

Introduction
A selection of good tools is a fundamental
requirement for anyone contemplating the
maintenance and repair of a motor vehicle.
For the owner who does not possess any,
their purchase will prove a considerable
expense, offsetting some of the savings made
by doing-it-yourself. However, provided that
the tools purchased meet the relevant national
safety standards and are of good quality, they
will last for many years and prove an
extremely worthwhile investment.
To help the average owner to decide which
tools are needed to carry out the various tasks
detailed in this manual, we have compiled
three lists of tools under the following
headings: Maintenance and minor repair,
Repair and overhaul, and Special. Newcomers
to practical mechanics should start off with
the Maintenance and minor repairtool kit, and
confine themselves to the simpler jobs around
the vehicle. Then, as confidence and
experience grow, more difficult tasks can be
undertaken, with extra tools being purchased
as, and when, they are needed. In this way, a
Maintenance and minor repairtool kit can be
built up into a Repair and overhaultool kit over
a considerable period of time, without any
major cash outlays. The experienced do-it-
yourselfer will have a tool kit good enough for
most repair and overhaul procedures, and will
add tools from the Specialcategory when it is
felt that the expense is justified by the amount
of use to which these tools will be put.
Maintenance and minor repair
tool kit
The tools given in this list should be
considered as a minimum requirement if
routine maintenance, servicing and minor
repair operations are to be undertaken. We
recommend the purchase of combination
spanners (ring one end, open-ended the
other); although more expensive than open-
ended ones, they do give the advantages of
both types of spanner.
MCombination spanners:
Metric - 8, 9, 10, 11, 12, 13, 14, 15, 16, 17,
19, 21, 22, 24 & 26 mm
MAdjustable spanner - 35 mm jaw (approx)
MTransmission drain plug key (Allen type)
MSet of feeler gauges
MSpark plug spanner (with rubber insert)
MSpark plug gap adjustment tool
MBrake bleed nipple spanner
MScrewdrivers:
Flat blade - approx 100 mm long x 6 mm dia
Cross blade - approx 100 mm long x
6 mm dia
MCombination pliers
MHacksaw (junior)
MTyre pump
MTyre pressure gauge
MOil can
MOil filter removal tool
MFine emery cloth
MWire brush (small)
MFunnel (medium size)
Repair and overhaul tool kit
These tools are virtually essential for
anyone undertaking any major repairs to a
motor vehicle, and are additional to those
given in the Maintenance and minor repairlist.
Included in this list is a comprehensive set of
sockets. Although these are expensive, they
will be found invaluable as they are so
versatile - particularly if various drives are
included in the set. We recommend the half-
inch square-drive type, as this can be used
with most proprietary torque wrenches. If you
cannot afford a socket set, even bought
piecemeal, then inexpensive tubular box
spanners are a useful alternative.
The tools in this list will occasionally need
to be supplemented by tools from the Special
list:
MSockets (or box spanners) to cover range in
previous list
MReversible ratchet drive (for use with
sockets) (see illustration)
MExtension piece, 250 mm (for use with
sockets)
MUniversal joint (for use with sockets)
MTorque wrench (for use with sockets)
MSelf-locking grips
MBall pein hammer
MSoft-faced mallet (plastic/aluminium or
rubber)
MScrewdrivers:
Flat blade - long & sturdy, short (chubby),
and narrow (electrician’s) types
Cross blade - Long & sturdy, and short
(chubby) types
MPliers:
Long-nosed
Side cutters (electrician’s)
Circlip (internal and external)
MCold chisel - 25 mm
MScriber
MScraper
MCentre-punch
MPin punch
MHacksaw
MBrake hose clamp
MBrake/clutch bleeding kit
MSelection of twist drillsMSteel rule/straight-edge
MAllen keys (inc. splined/Torx type) (see
illustrations)
MSelection of files
MWire brush
MAxle stands
MJack (strong trolley or hydraulic type)
MLight with extension lead
Special tools
The tools in this list are those which are not
used regularly, are expensive to buy, or which
need to be used in accordance with their
manufacturers’ instructions. Unless relatively
difficult mechanical jobs are undertaken
frequently, it will not be economic to buy
many of these tools. Where this is the case,
you could consider clubbing together with
friends (or joining a motorists’ club) to make a
joint purchase, or borrowing the tools against
a deposit from a local garage or tool hire
specialist. It is worth noting that many of the
larger DIY superstores now carry a large
range of special tools for hire at modest rates.
The following list contains only those tools
and instruments freely available to the public,
and not those special tools produced by the
vehicle manufacturer specifically for its dealer
network. You will find occasional references
to these manufacturers’ special tools in the
text of this manual. Generally, an alternative
method of doing the job without the vehicle
manufacturers’ special tool is given. However,
sometimes there is no alternative to using
them. Where this is the case and the relevant
tool cannot be bought or borrowed, you will
have to entrust the work to a franchised
garage.
MValve spring compressor (see illustration)
MValve grinding tool
MPiston ring compressor (see illustration)
MPiston ring removal/installation tool (see
illustration)
MCylinder bore hone (see illustration)
MBalljoint separator
MCoil spring compressors (where applicable)
MTwo/three-legged hub and bearing puller
(see illustration)
REF•5
REF
Tools and Working Facilities
Sockets and reversible ratchet driveSpline bit set

REF•7
REF
Tools and Working Facilities
MImpact screwdriver
MMicrometer and/or vernier calipers (see
illustrations)
MDial gauge (see illustration)
MUniversal electrical multi-meter
MCylinder compression gauge
(see illustration)
MClutch plate alignment set (see illustration)
MBrake shoe steady spring cup removal tool
(see illustration)
MBush and bearing removal/installation set
(see illustration)
MStud extractors (see illustration)
MTap and die set (see illustration)
MLifting tackle
MTrolley jack
Buying tools
For practically all tools, a tool factor is the
best source, since he will have a very
comprehensive range compared with the
average garage or accessory shop. Having
said that, accessory shops often offer
excellent quality tools at discount prices, so it
pays to shop around.
Remember, you don’t have to buy the most
expensive items on the shelf, but it is always
advisable to steer clear of the very cheap
tools. There are plenty of good tools around atreasonable prices, but always aim to
purchase items which meet the relevant
national safety standards. If in doubt, ask the
proprietor or manager of the shop for advice
before making a purchase.
Care and maintenance of tools
Having purchased a reasonable tool kit, it is
necessary to keep the tools in a clean and
serviceable condition. After use, always wipe
off any dirt, grease and metal particles using a
clean, dry cloth, before putting the tools away.
Never leave them lying around after they have
been used. A simple tool rack on the garage
or workshop wall for items such as
screwdrivers and pliers is a good idea. Store
all normal spanners and sockets in a metal
box. Any measuring instruments, gauges,
meters, etc, must be carefully stored where
they cannot be damaged or become rusty.
Take a little care when tools are used.
Hammer heads inevitably become marked,
and screwdrivers lose the keen edge on their
blades from time to time. A little timely
attention with emery cloth or a file will soon
restore items like this to a good serviceable
finish.
Working facilities
Not to be forgotten when discussing toolsis the workshop itself. If anything more than
routine maintenance is to be carried out,
some form of suitable working area becomes
essential.
It is appreciated that many an owner-
mechanic is forced by circumstances to
remove an engine or similar item without the
benefit of a garage or workshop. Having done
this, any repairs should always be done under
the cover of a roof.
Wherever possible, any dismantling should
be done on a clean, flat workbench or table at
a suitable working height.
Any workbench needs a vice; one with a
jaw opening of 100 mm is suitable for most
jobs. As mentioned previously, some clean
dry storage space is also required for tools, as
well as for any lubricants, cleaning fluids,
touch-up paints and so on, which become
necessary.
Another item which may be required, and
which has a much more general usage, is an
electric drill with a chuck capacity of at least 8
mm. This, together with a good range of twist
drills, is virtually essential for fitting
accessories.
Last, but not least, always keep a supply of
old newspapers and clean, lint-free rags
available, and try to keep any working area as
clean as possible.
Bush and bearing removal/installation setStud extractor setTap and die set

REF•8General Repair Procedures
Whenever servicing, repair or overhaul work
is carried out on the car or its components,
observe the following procedures and
instructions. This will assist in carrying out the
operation efficiently and to a professional
standard of workmanship.
Joint mating faces and gaskets
When separating components at their
mating faces, never insert screwdrivers or
similar implements into the joint between the
faces in order to prise them apart. This can
cause severe damage which results in oil
leaks, coolant leaks, etc upon reassembly.
Separation is usually achieved by tapping
along the joint with a soft-faced hammer in
order to break the seal. However, note that
this method may not be suitable where
dowels are used for component location.
Where a gasket is used between the mating
faces of two components, a new one must be
fitted on reassembly; fit it dry unless otherwise
stated in the repair procedure. Make sure that
the mating faces are clean and dry, with all
traces of old gasket removed. When cleaning a
joint face, use a tool which is unlikely to score
or damage the face, and remove any burrs or
nicks with an oilstone or fine file.
Make sure that tapped holes are cleaned
with a pipe cleaner, and keep them free of
jointing compound, if this is being used,
unless specifically instructed otherwise.
Ensure that all orifices, channels or pipes
are clear, and blow through them, preferably
using compressed air.
Oil seals
Oil seals can be removed by levering them
out with a wide flat-bladed screwdriver or
similar implement. Alternatively, a number of
self-tapping screws may be screwed into the
seal, and these used as a purchase for pliers or
some similar device in order to pull the seal free.
Whenever an oil seal is removed from its
working location, either individually or as part
of an assembly, it should be renewed.
The very fine sealing lip of the seal is easily
damaged, and will not seal if the surface it
contacts is not completely clean and free from
scratches, nicks or grooves. If the original
sealing surface of the component cannot be
restored, and the manufacturer has not made
provision for slight relocation of the seal
relative to the sealing surface, the component
should be renewed.
Protect the lips of the seal from any surface
which may damage them in the course of
fitting. Use tape or a conical sleeve where
possible. Lubricate the seal lips with oil before
fitting and, on dual-lipped seals, fill the space
between the lips with grease.
Unless otherwise stated, oil seals must be
fitted with their sealing lips toward the
lubricant to be sealed.
Use a tubular drift or block of wood of the
appropriate size to install the seal and, if the
seal housing is shouldered, drive the seal
down to the shoulder. If the seal housing isunshouldered, the seal should be fitted with
its face flush with the housing top face (unless
otherwise instructed).
Screw threads and fastenings
Seized nuts, bolts and screws are quite a
common occurrence where corrosion has set
in, and the use of penetrating oil or releasing
fluid will often overcome this problem if the
offending item is soaked for a while before
attempting to release it. The use of an impact
driver may also provide a means of releasing
such stubborn fastening devices, when used
in conjunction with the appropriate
screwdriver bit or socket. If none of these
methods works, it may be necessary to resort
to the careful application of heat, or the use of
a hacksaw or nut splitter device.
Studs are usually removed by locking two
nuts together on the threaded part, and then
using a spanner on the lower nut to unscrew
the stud. Studs or bolts which have broken off
below the surface of the component in which
they are mounted can sometimes be removed
using a stud extractor. Always ensure that a
blind tapped hole is completely free from oil,
grease, water or other fluid before installing
the bolt or stud. Failure to do this could cause
the housing to crack due to the hydraulic
action of the bolt or stud as it is screwed in.
When tightening a castellated nut to accept
a split pin, tighten the nut to the specified
torque, where applicable, and then tighten
further to the next split pin hole. Never slacken
the nut to align the split pin hole, unless stated
in the repair procedure.
When checking or retightening a nut or bolt
to a specified torque setting, slacken the nut
or bolt by a quarter of a turn, and then
retighten to the specified setting. However,
this should not be attempted where angular
tightening has been used.
For some screw fastenings, notably
cylinder head bolts or nuts, torque wrench
settings are no longer specified for the latter
stages of tightening, “angle-tightening” being
called up instead. Typically, a fairly low torque
wrench setting will be applied to the
bolts/nuts in the correct sequence, followed
by one or more stages of tightening through
specified angles.
Locknuts, locktabs and washers
Any fastening which will rotate against a
component or housing during tightening
should always have a washer between it and
the relevant component or housing.
Spring or split washers should always be
renewed when they are used to lock a critical
component such as a big-end bearing
retaining bolt or nut. Locktabs which are
folded over to retain a nut or bolt should
always be renewed.
Self-locking nuts can be re-used in non-
critical areas, providing resistance can be felt
when the locking portion passes over the bolt
or stud thread. However, it should be noted
that self-locking stiffnuts tend to lose theireffectiveness after long periods of use, and
should then be renewed as a matter of course.
Split pins must always be replaced with
new ones of the correct size for the hole.
When thread-locking compound is found
on the threads of a fastener which is to be re-
used, it should be cleaned off with a wire
brush and solvent, and fresh compound
applied on reassembly.
Special tools
Some repair procedures in this manual
entail the use of special tools such as a press,
two or three-legged pullers, spring com-
pressors, etc. Wherever possible, suitable
readily-available alternatives to the manu-
facturer’s special tools are described, and are
shown in use. In some instances, where no
alternative is possible, it has been necessary
to resort to the use of a manufacturer’s tool,
and this has been done for reasons of safety
as well as the efficient completion of the repair
operation. Unless you are highly-skilled and
have a thorough understanding of the
procedures described, never attempt to
bypass the use of any special tool when the
procedure described specifies its use. Not
only is there a very great risk of personal
injury, but expensive damage could be
caused to the components involved.
Environmental considerations
When disposing of used engine oil, brake
fluid, antifreeze, etc, give due consideration to
any detrimental environmental effects. Do not,
for instance, pour any of the above liquids
down drains into the general sewage system,
or onto the ground to soak away. Many local
council refuse tips provide a facility for waste
oil disposal, as do some garages. If none of
these facilities are available, consult your local
Environmental Health Department, or the
National Rivers Authority, for further advice.
With the universal tightening-up of legis-
lation regarding the emission of environmen-
tally-harmful substances from motor vehicles,
most vehicles have tamperproof devices fitted
to the main adjustment points of the fuel
system. These devices are primarily designed
to prevent unqualified persons from adjusting
the fuel/air mixture, with the chance of a
consequent increase in toxic emissions. If
such devices are found during servicing or
overhaul, they should, wherever possible, be
renewed or refitted in accordance with the
manufacturer’s requirements or current
legislation.
Note: It is
antisocial and
illegal to dump
oil down the
drain. To find
the location of
your local oil
recycling
bank, call this
number free.

REF•12Fault Finding
Fuel system
Excessive fuel consumption
m mDirty or clogged air filter element (Chapter 1).
m mIgnition timing incorrect (Chapter 5).
m mEmissions system not functioning properly (Chapter 6).
m mFuel injection internal parts or carburettor jets excessively worn or
damaged (Chapter 4).
m mLow tyre pressure or incorrect tyre size (Chapter 1).
m mUnsympathetic driving style, or unfavourable conditions.
Fuel leakage and/or fuel odour
Warning: Don’t drive the vehicle if a fuel leak is
suspected. Leaking fuel in the engine compartment
could catch fire.
m mLeak in a fuel feed or vent line (Chapter 4).
m mTank overfilled.
m mFuel injector or carburettor parts excessively worn, or fuel system
gaskets leaking (Chapter 4).
Cooling system
Overheating
m mInsufficient coolant in system (Chapter 1).
m mWater pump drivebelt defective or out of adjustment (Chapter 1).
m mRadiator matrix blocked, or grille restricted (Chapter 3).
m mThermostat faulty (Chapter 3).
m mRadiator cap not maintaining proper pressure (Chapter 3).
m mIgnition timing incorrect (Chapter 5).
Overcooling
m
mFaulty thermostat (Chapter 3).
External coolant leakage
m
mDeteriorated/damaged hoses; loose clamps (Chapters 1 and 3).
m mWater pump seal defective (Chapters 1 and 3).
m mLeakage from radiator matrix, heater matrix or header tank
(Chapter 3).
m mRadiator/engine block drain plugs or water jacket core plugs
leaking (Chapters 2 and 3).
Internal coolant leakage
m mLeaking cylinder head gasket (Chapter 2).
m mCracked cylinder bore or cylinder head (Chapter 2).
Coolant loss
m
mToo much coolant in system (Chapter 1).
m mCoolant boiling away because of overheating (see above).
m mInternal or external leakage (see above).
m mFaulty radiator cap (Chapter 3).
Poor coolant circulation
m
mInoperative water pump (Chapter 3).
m mRestriction in cooling system (Chapters 1 and 3).
m mWater pump drivebelt defective/out of adjustment (Chapter 1).
m mThermostat sticking (Chapter 3).
Clutch
Pedal travels to floor - no pressure or very little
resistance
m mMaster or slave cylinder faulty (Chapter 8).
m mFluid line burst or leaking (Chapter 8).
m mConnections leaking (Chapter 8).
m mNo fluid in reservoir (Chapter 1).
m mIf fluid is present in master cylinder dust cover, master cylinder rear
seal has failed (Chapter 8).
m mBroken release bearing or fork (Chapter 8).
Fluid in area of master cylinder dust cover, and on
pedal
m mRear seal failure in master cylinder (Chapter 8).
Fluid on slave cylinder
m
mSlave cylinder plunger seal faulty (Chapter 8).
Pedal feels “spongy” when depressed
m
mAir in system (Chapter 8).
Unable to select gears
m
mFaulty transmission (Chapter 7).
m mFaulty clutch plate (Chapter 8).
m mFork and bearing not assembled properly (Chapter 8).
m mFaulty pressure plate (Chapter 8).
m mPressure plate-to-flywheel bolts loose (Chapter 8).
Clutch slips (engine speed increases with no
increase in vehicle speed)
m mClutch plate worn (Chapter 8).
m mClutch plate is oil-soaked by leaking rear main seal (Chapter 8).
m mWarped pressure plate or flywheel (Chapter 8).
m mWeak diaphragm spring (Chapter 8).
m mClutch plate overheated.
Grabbing (chattering) as clutch is engaged
m
mOil on clutch plate lining, burned or glazed facings (Chapter 8).
m mWorn or loose engine or transmission mountings (Chapters 2
and 7A).
m mWorn splines on clutch plate hub (Chapter 8).
m mWarped pressure plate or flywheel (Chapter 8).
Noise in clutch area
m
mFork improperly fitted (Chapter 8).
m mFaulty release bearing (Chapter 8).
Clutch pedal stays on floor
m
mFork binding in housing (Chapter 8).
m mBroken release bearing or fork (Chapter 8).
High pedal effort
m
mFork binding in housing (Chapter 8).
m mPressure plate faulty (Chapter 8).
m mIncorrect-size master or slave cylinder fitted (Chapter 8).