1995 FIAT PUNTO T jet
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2A*10 SOHC (8-valve) petrol engine in-car repair procedures
Torque wrench settings Nm
IM
ft Camshaft cover 8 6 Camshaft sprocket 70 52 Cylinder head; Stage 1 30 22 Stage 2 Angle-lighten a further 90° Siege 3 Angle-tighten a further 90B Crankshaft sprocket centre bott 100 74 Engine mounting bolt: M10X1.25 69 44 MB 25 18 Engine mounting nut (M10x 1.25) 60 44 Flywheet/driveplate 44 32 Sump 10 7 Timing belt tensJoner 28 21
1 General information
Using this Chapter Chapter 2 is divided Into four Parts: A. 8. C and D. Repair operations that can be carried out with the engine in the vehicle are described in Part A. SOHC (8-valve) petrol engines, Part B. DOHC (18-valve) petrol engines and Part C, diesel engines. Part 0 covers the removal of the engine/transmission as a unit, and describes the engine dismantling and overhaul procedures. In Parts A, 9 and C, the assumption Is made lhat the engine is Installed in the vehicle, with sll ancillaries connected. If the engine has been removed for overhaul, the preliminary dismantling Information which precedes each operation may be ignored.
Engine description Throughout this Chapter, engines are identified by their capacities. A listing of all engines covered, together with their code letters, is given in the Specifications. The engines covered In this Part of Chapter 2 are water-cooled, single overhead camshaft, in-line four-cylinder units, with cast Iron cylinder Mocks and aluminium-alloy cylinder heads. All are mounted transversely at the front ot the vehicle, with the transmission bolted to the left-hand side of the engine, The cylinder head carries the camshaft which is driven by a toothed timing belt and runs In three bearings. It also houses the inlet and exhaust valves, which are closed by single coil springs, and which run in guides pressed Into the cylinder head. The camshaft actuates the vatves directly via cam followers mounted in the cylinder head. Adjustment of the valve clearances is by means of shims located on top of the followers. The cylinder head contains Integral oitways which supply and lubricate the tappets. The crankshafl Is supported by five main bearings, and endftoat is controlled by a thrust bearing fitted to the upper section of the centre main bearing.
Engine coolant is circulated by 8 pump, driven by the timing belt. For details of the cooling system, refer to Chapter 3. Lubricant is circulated under pressure by a pump, driven from ihe front of the crankshaft. Oil Is drawn from the sump through a strainer, and then forced through an externally-mounted, replaceable screw-on filter. From there, It is distributed to the cylinder head, where It lubricates the camshaft journals and tappets, and also to the crankcase, where il lubricates the main bearings, connecting rod big and smell-ends, gudgeon pins and cylinder bores. On 1242 cc engines, oil jets are fitted lo the base of each cylinder bore -these spray oil onto the underside of the pistons, to Improve cooling.
Repair operations possible with the engine in the car The following work can be carried out with the engine in the car a) Compression pressure - testing b) Auxiliary drivebelt - removal and refitting (refer to Chapter 1A) c) Vatve clearances - checking and adjustment (refer to Chapter I A) d) Camshaft cover - removal and refitting e) Timing belt and covens - removal and refitting f) Timing belt tensioner and sprockets -removal and refitting g) Cylinder head - removal and refitting' h) Camshaft and cam followers • removal and refitting' t) Camshaft oil seal - renews/ j) Crankshaft oil seals - renewal k) Flywheel/dnvepfate • removal, inspection and refitting l) Engine mountings - inspection and renewal m)Sump - removal and refitting n) Oil pump and pick-up tube assembly
•
removai. inspection and refitting *Cylinder head dismantling procedures are detailed In Chapter SO, with details of camshaft and cam follower removal. Note: It is possible to remove the pistons and connecting rods (after removing the cylinder head and sump) without removing the engine. However, this is not recommended. Work of
this nature is more easily and thoroughly completed with the engine on the bench, as described In Chapter 2D.
2 Location of
TDC
on % No
1
cylinder
General Information 1 The camshaft Is driven by the crankshaft, by means of sprockets and a timing belt. Both sprockets rotate In phase with each other and this provides the correct valve timing as the engine rotates. When (he liming belt is removed during servioing or repair, it Is possible for the camshaft and crankshaft to rotate Independently of each other and the correct valve timing Is then lost. 2 The design of the engines covered In this Chapter are such lhat potentially damaging piston-to-valve contact may occur if the camshaft is rotated when any of the pistons are stationary at, or near, the top of their stroke. 3 For this reason it is important lhat Ihe correct phasing between the camshaft and crankshaft is preserved whilst the timing belt Is off the engine. This is achieved by setting the engine In a reference position (known as Top Dead Centre or TDC) before the timing belt Is removed and then preventing the camshaft and crankshaft from rotating until the belt is refitted. Similarly, if ths engine has been dismantled for overhaul, the engine can be set to TOC during reassembly to ensure that Ihe correct shaft phasing is restored. 4 TDC is the highest point In the cylinder that each piston reaches as the crankshaft turns. Each piston reaches TDC at Ihe end of the compression stroke and again at the end of the exhaust stroke. However, for the purpose of timing the ongine. TDC refers to the position of No 1 piston at the end of Its compression stroke. On ail engines In this manual, No 1 piston (and cylinder) Is at the timing belt end of the engine. 5 The camshaft sprocket Is equipped with a marking which, when aligned with a reference marking on the cylinder head, indicates that the camshaft is correctly positioned for cyl-inder No 1 al TDC on its compression stroke.
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2A*10 SOHC (8-valve) petrol engine in-car repair procedures
Lubrication system Oil pump type By-rotor driven from front of crankshaft Outer rotor-io-houslng clearance 0.100 to 0.210 mm Axial clearance 0.025 to 0.070 mm
Torque wrench settings Nm itrf ft Camshaft driven gears 120 89 Camshaft sprocket 120 89 Crankshaft sprocket centre bolt: Stage
1
20 15 Stage 2 Angle-tighten a further 90® Cylinder head: Stage
1
30 22 Stage 2 Angle-tighten a further 90" Stage 3 Angle-tighten a further 90° Cylinder head extension to cylinder head 15 11 Engine mounting bolt: M10
x
1.25 59 44 M8 25 18 Engine mounting nut (MlOx 1.25) 60 44 Flywheel 44 32 Timing belt tensioner 25 18 Sump 10 7
1 General information
Using this Chapter Chapter 2 is divided into four Parts; A, B. C and O. Repair operations that can be carried out with the engine hi the vehicle are described in Part A. SOHC (8-valve) petrol engines. Part B, DOHC (16-valve) petrol engines and Pari C, dlesei engines. Part D covers the removal of the engine/transmission as a unit, and describes the engine dismantling and overhaul procedures. In Parts A, B and C, the assumption Is made that the engine is Installed In the vehicle, with all ancillaries connected. If the engine has been removed for overhaul, the preliminary dismantling information which precedes each operation may be ignored.
Engine description Throughout this Chapter, engines are identified by their capacities. A listing of all engines covered, together with their code letters, Is given in the Specifications. The engine covered in this Part of Chapter 2 is a water-cooled, double overhead camshaft, in-line four-cylinder unit, with cast iron cylinder block and aluminium-alloy cylinder head. The unit is mounted transversely at the front of the vehicle, with the transmission bolted to the left-hand side of the engine. The cylinder head houses the eight inlet and eight exhaust valves, which are closed by single coil springs, and which run in guides pressed Into the cylinder head. The two camshafts are housed in 8 cylinder head extension which is bolted to the top of the cylinder head. The exhaust camshaft is driven by a toothed timing belt and In turn drives the inlet camshaft via a pair of gears located at the left-hand end of the cylinder head extension.
The camshafts actuate the valves directly via self-adjusting hydraulic cam followers mounted in the cylinder head extension. The crankshaft is supported by five main bearings, and endfioat is controlled by a thrust bearing fitted to (he upper section of the centre main bearing. Engine coolanl is circulated by a pump, driven by the timing belt. For details of the cooling system, refer to Chapter 3. Lubricant is circulated under pressure by a pump, driven from the front of the crankshaft. Oil is drawn from Ihe sump through a strainer, and then forced through an externally-mounted, replaceable screw-on filter. From there, It is distributed to the cylinder head and cylinder head extension, where it lubricates the camshaft journals and cam followers, and also to the crankcase, where it lubricates the main bearings, connecting rod big and small-ends. gudgeon pins and cylinder bores. Oil Jets are fitted to the base of each cylinder bore - these spray oil onto the underside of the pistons, to improve cooling.
Repair operations possible with the engine in the car The following work can be carried out with the engine in the car: a) Auxiliary drivebett - removal and refitting (refer to Chapter 1A) b) Oil pump and pick-up tube assembly -removal, Inspection and refitting c) Timing belt and covers • removal and refitting d) Timing belt tensioner and sprockets -removal and refitting e) Cylinder head - removal and refitting' f) Cylinder hoad extension - removal and refitting g) Camshaft and cam followers - removal and refitting h) Camshaft oil seal - renewal i) Crankshaft oil seals • renewal
f) Flywheel - removal, inspection and
refitting
k) Engine mountings - Inspection and
renews'
f) Sump • removal and refitting 'Cylinder head dismantling procedures are detailed In Chapter 2D. Note 1: It is possible to remove the
pistons
and connecting rods (after removing (to cylinder head and sump) without removing
tt*»
engine. However, this Is not recommended. Work of this nature is more easily and thoroughly completed with the engine on fix bench, as described in Chapter 20. Note
2x
Many of the procedures in this Ctopfer entail the use of numerous special tools. Whet possible, suitable alternatives are descnbei with details of their fabrication. Before starring any operations on the engine, read through
tto
entire procedure first to familiarise yourself
wft
the work involved, tools to be obtained mi new parts that may be necessary.
2 Engine assembly/ valve timing holes -genera! information
and
usage
Note: Do not attempt to rotate the angint whilst the camshafts are locked In position,
il
the engine is to be left in this state foratofi$ period of time. It Is a good idea to plect suitable warning notices inside the vehicle, and in the engine compartment. This wfl reduce the possibility of the engine being accidentally cranked on the starter motor, which is likely to cause damage with the locking tools In place. 1 To accurately set the valve timing for ell operations requiring removal and refitting of
the
timing belt, liming holes are drilled in ihe camshafts and cylinder head extension. Ihe holes are used In conjunction with camshaft locking tools and crankshaft positioning
rods w
lock the camshafts when all the pistons me positioned at the mid-point of their stroke. Ths
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2C*2 Diesel engine in-car repair procedures
1 General information
Using this Chapter Chapter 2 is divided Into four Parts; A. 8, C and 0. Repair operations that cart be carried out with the engine in the vehicle are described In Part A, SOHC (B-valve) petrol engines. Part B, DOHC (16-valve) petrol engines and Part C. diesel engines, Part D covers the removal of the engine/transmission as a unit, and describes the engine dismantling and overhaul procedures. In Parts A. 8 and C. the assumption Is made that the engine is installed in Ihe vehicle, with all anciliaries connected If the engine has been removed for overhaul, the preliminary dismantling information which precedes each operation may be ignored.
Engine description Both normally aspirated (non-turbo) and turbocharged diesel engines are fitted to the Punto range. The engines together with their codes are given in the Specifications at the start of lhis Chapter. The engines are water-cooled, single-overhead camshaft. In-line lour cylinder units with cast-iron cylinder blocks and aluminium-alloy cylinder heads. The engine is mounted transversely at the front of the vehicle, with the transmission bolted to the left-hand side of the engine. The cylinder head carries the camshaft which is driven by a toothed timing belt. It also houses the inlet and exhaust valves which are closed by single coll valve springs and run in valve guides pressed into the cylinder head. The valves are operated by cam followers fitted over each valve, and the clearances are adjusted by shims positioned between the followers and the camshaft lobes. The camshaft is supported by four bearings • the end bearings are machined in the cylinder head and the remaining bearings have caps bolted to the cylinder head. The cylinder head contains integral oiiways which supply and lubricate the camshaft and followers and it also Incorporates renewable swirl chambers. The crankshaft Is supported by five main bearings, and endfloat Is controlled by a thrust bearing fitted on the rear main bearing. All diesel engines are fitted with a brake servo vacuum pump dnven from the left-hBnd end of the camshaft. Engine coolant is circulated by a pump, driven by the auxiliary drivebeit. For details of the cooling system refer to Chapter 3. Lubricant is circulated under pressure by a pump, driven from the front of the crankshaft. Oil is drawn from the sump through a strainer, and then forced through an externally-mounted, replaceable screw-on filter. From there, it is distributed to the cylinder head.
where il lubncates the camshaft journals and followers, and also to the crankcase, where it lubricates the main bearings, connecting rod big- and small-ends, gudgeon pins and cylinder bores. Oil jets are fitted to the base of each cylinder bore - these spray oil onto the underside of the pistons, lo Improve cooling. An oil cooler is also fitted to reduce the temp-erature of oil before it re-enters the engine.
Repair operations possible with the engine in the car The following work can be carried out with the engine in the can a) Compression pressure - testing b) Auxiliary drivebeit - removal and refitting (refer to Chapter rej c) Valve clearances • checking and adjustment (refer to Chapter 1B) d) Camshaft cover - removal and refitting e) Tim/ng belt and covers • removal and refitting 0 Timing belt tensioner and sprockets -removal and refitting g) Cylinder head - removal and refitting' h) Camshaft and cam followers - removal end refitting' I) Camshaft oil seal - renewal j) Crankshaft oil seals - renewal k) Flywheel • removal, inspection and refitting I) Engine mountings - inspection and renewal m)Sump • removal and refitting n) Oil pump and pick-up tube assembly -removal, inspection and refitting 'Cylinder head dismantling procedures are detalfed In Chapter 2D, with details of camshaft and cam follower removal. Note: It ts possible to remove the pistons and connecting rods (after removing the cylinder nead and sump) without removing the engine. However, this is not recommended. Work of this nature is more easily and thoroughly completed with the engine on tho bench as described in Chapter 2D.
2 Location of
TDC
on ^ No
1
cylinder ||
General information 1 The camshaft and fuel Injection pump are driven by the crankshaft, by means of sprockets and a timing belt. All three sprockets rotate in phase with each other and this provides the correct valve and injection pump timing as the engine rotates. When the timing bell is removed during servicing or repair, it is possible for the camshaft, injection pump and crankshaft to rotate independently of each other and the correct timing Is then lost.
2 It
Location of TDC on cylinder No
1
6 Remove the air inlet ducting as described ft Chapter 4C, Section 2. 7 Remove the heater glow plugs with reference to Chapter 5C. Due to the high compression ratio of diesel engines this Is necessary to allow the engine to be turned by hand. 8 Unscrew the mounting bolts and move the coolant expansion tank to one side for access to the timing covers. Release the hose from the clips on Ihe camshaft cover. 9 Release the toggle clips and remove the upper timing cover (see illustration),
2.9 Removing the upper timing cover
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2D*10 Engine removal and overhaul procedures
9.1a Removing the oil return tube from the crankcase
pulling on the screw with a pair of grips, or by using a slide hammer. 2 Where applicable, undo Ihe retaining bolts and remove the piston oil Jet spray tubes from inside Ihe cylinder block. 3 Scrape all traces of gasket from the cylinder block/crankcase, taking care not to damage ihe gasket/sealing surfaces. 4 Remove all oil gallery plugs (where fitted). The plugs are usually very tight - they may have to be drilled out, and the holes re-tapped. Use new plugs when the engine is reassembled. 5 If the block is very dirty have it steam-cleaned, otherwise use paraffin to clean it. 6 Clean all oil holes and oil galleries again and dry thoroughly, then apply a light film of oil to all mating surfaces, to prevent rusting. Smear the cylinder bores with a light coating of oil. 7 All threaded holes must be clean, to ensure accurate torque readings during reassembly. To clean the threads, run the correct-size tap Into each of the holes to remove rust, corrosion, thread sealant or sludge, and to restore damaged threads (see illustration). If possible, use compressed air to clear the holes of debris produced by this operation. 8 Apply suitable sealant to the new oil gallery plugs, and insert them into the holes In the block. Tighten them securely, 9 Where applicable, refit the piston oil jet spray tubes to the cylinder block, and securely tighten the retaining bolts. Bend over the tabs to lock the bolts (see illustration). 10 Fit the new core plugs with sealant applied to their perimeters before using a suitable metal tube to drive them into position. 11 Refit the oil return tube to the crankcase and tighten the mounting bolts. 12 Refit the Injection pump/oil filter bracket together with a new gasket and lighten the bolts. 13 Refit the rear engine plate and tighten the bolts. Also refit 8ny other removed brackets etc.
Inspection 14 Visually check the cylinder block (or cracks and corrosion. Look for stripped threads in the threaded holes. If there has been any history of internal water leakage, it may bo worthwhile having on engine overhaul
9.1b Removing tho injection pump/oil filter bracket 9.1c Removing the injection pump/oil filter bracket gasket from the cyilndor block
9.1 d Removing the intermediate shaft bracket specialist check it with special equipment. 15 Check each cylinder bore for scuffing and scoring. Check for signs of a wear ridge at the top of the cylinder. Indicating that the bore Is excessively worn. 16 If the necessary measuring equipment is available, measure the bore diameters at the top Oust under the wear ridge), centre, and bottom, parallel to the crankshaft axis. 17 Next, measure the bore diameters at the same three locations, at right-angles to the crankshaft axis. If there is any doubt about the condition of the cylinder bores seek the advice of a Fiat dealer or suitable engine reconditioning specialist. 18 If the engine is not going to be reassembled right away, cover It with a large plastic bag to keep it clean and prevent rusting. If the engine is ready for reassembly, refit all the components and brackets removed.
9.1e Removing the oil vapour breather casing
10 Main and big-end bearings - ^ inspection and selection 5
Inspection 1 Even though the main and big-end bearings should be renewed during the engine overhaul, the old bearings should be retained for close examination, as they may reveal valuable information about the condition of the engine (see illustration overleaf). The bearing shells are available in different thicknesses to match the diameter of the Journal. 2 Bearing failure can occur due to lack of lubrication, the presence of dirt or other foreign particles, overloading the engine, or corrosion. Regardless of the cause of bearing
Page 180 of 225
9*4 Braking system
3.5 Unscrew the caliper upper guide pin bolt and remove tho caliper body (torn the bracket
3 Front brake caliper -removal, overhaul and refitting ^
A
Warning: Before starting work, refer to the warnings at the beginning of Sections 2 and 11 concerning the dangers of handling asbestos dust and hydraulic fluid.
Removal 1 Chock the rear wheels, apply the handbrake, then |ack up the front of the vehicle and support it on axle stands {see Jacking and vehicle support). Remove the appropriate front roadwheel. 2 Remove the brake pads as described In Section 2. 3 To minimise fluid loss dunng the following operations, remove the master cylinder reservoir cap. then
tig hi en
it down onto a piece of polythene, to obtain an airtight seat. Alternatively, use a brake hose clamp to seal off the flexible hose running to the caliper.
A
Warning: Do not use an ordinary G-clamp or mole grips for this purpose, as these can easily damage the hydraulic hose Internally, possibly leading to failure. 4 Clean the area surrounding the brake hose union, then slacken ft using a ring spanner. It won't be possible to separate the union completely without twisting the hose ai this slage.
3.7 Unscrew the two securing bolts (arrowed) and remove the caliper mounting bracket from the hub carrier
5 On petrol models without ABS, unscrew the caliper upper guide pin bolt using a hex bit or Allen key and remove the caliper body from the bracket (see illustration). 6 Hold the brake hose and rotate the caliper to unscrew the hose union from the caliper body. Cover the open ends of the union and the caliper fluid inlet, to prevent dirt Ingress. Alternatively, Ihe flexible brake hose may be separated from the rigid brake pipe, at the bracket mounted on the Inner wheel arch. 7 If desired, the caliper mounting bracket can be removed from the hub carrier after unscrewing ihe two securing bolts (see Illustration) but note that locking compound must be applied to the bolt threads on refitting.
Overhaul Note: Before commencing work, ensure that the appropriate caliper overhaul kit
Ss
obtained. 8 With the caliper on the bench, wipe away all (races of dust and dirt, but avoid inhaling the dust, as It
Is
a health hazard. 9 Place a small block of wood between the caliper body and tho piston, to act as padding. Remove the piston by applying a Jet of low pressure compressed air (such as that pioduced by a tyre foot pump) to the fluid inlel port.
A
Warning: Protect your hands and eyes when using compressed air In this manner • brake fluid moy be ejected under pressure when the pisfon pops out of Its bore. 10 Peel the dusi seal from the piston, then use a soft, blunt instrument (ie not a screwdriver) to extract the piston seal from the caliper bore. 11 Thoroughly clean all components, U9tng only methylated spint or clean hydraulic fluid, Never use mineral-based solvents such as petrol or paraffin, which will attack Ihe hydraulic system rubber components. 12 The caliper piston seal, the dust seal and the bleed nipple dust cap, a/e oniy available as part of a seat kit. Since the manufacturers recommend that the piston seal and dust seal are renewed whenever they are disturbed, all of these components should be discarded on disassembly and new ones fitted on reassembly as a matter of course. 13 Carefully examine all parts of the caliper assembly, looking for signs of wear or damage. In particular, the cylinder bore and piston must be free from any signs of scratches, corrosion or wear. If there is any doubt about ihe condition of any part of the caliper, the relevant port should be renewed Note that the piston surface is plated, and must not be polished with emery or similar abrasives to remove corrosion or scratches. In addition, the pistons are matched to the caliper bores and can only be renewed as a part of a complete caliper assembly. 14 Check that the threads in the caliper body and the mounting bracket are in good condition, Check that both guide pins are
undamaged, and (when cleaned) a reasons^' tight sliding fit In the mounting bracket bores. 15 UsecompressedairtOblow clear the IkuJ passages. Warning: Wear eye protection when using compressed
air.
16 Before commencing reassembly, en$vr« that all components are spotlessly-clean
and
dry. 17 Soak the new piston seal m clean hydraulic fluid, and fit it to the groove
In
tftt cylinder bore, using your fingers only (rift tools) to manipulate it into place. 18 Fit the new dust seal inner ftp to tne cylinder groove, smear clean hydraulic Hud over the piston and caliper cylinder
bore, and
twist ihe pfaton into the dust seal. Press tne piston squarely Into the cylinder, then sildt the dust seal outer lip to tho groove in we piston
Refitting 19 Where applicable, refit the caliper mounting bracket to thB hub earner. Ccaitto threads ol the mounting bolts with locking compound, then tighten them to the speclfed torque. 20 Hold the brake hose and rotate Ihe calip* to screw the hose union back Into the caliper body. 21 On petrol models without ABS, place the caliper In position on the bracket and tighter the caliper upper guide pin bolt to the specified torque. 22 Relit ihe brake pads as described m Section 2. 23 On all models, tighten the brake hose-to-callper union securely. 24 Check that the caliper slides smoothly
on
its guide pins. 25 Where applicable, remove the polytbste from the master oyhnder rasarvoir cap, or remove tho clomp from the fluid hose, ai applicable. 26 Bleed tho hydraulic fluid circuit as desenbed m Section 11. Note that if rootMf part of the system has been disturbed, < should only be necessary to bleed tha relevant front circuit, 27 Depress the brake pedal repeatedly to bring ihe pads into contact with ihe brake disc, and ensure that normal pedal
pressure is
restored. 28 Refit the roadwheel, and lower tha veti'cfc lo ihe ground.
4 Brake disc -
inspection,
removal
and
refitting
Inspection 1 Firmly apply the handbrake, then jaefcup the front of the car and support It securely
oft
axle stands (see Jacking and vehicle
support1,.
Remove the front roadwhesls.
expert22 f
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Page 207 of 225
11
*6 Bodywork and fittings
10.3c ... and lift off die lock cylinder
3 The lock cylinder may be separated from the assembly by first uncllpplng the plastic shield and then removing the securing screw (see Illustrations). Refitting 4 Refitting is Ihe reversal of removal.
Striker plate
Removal 5 With the tailgate held In the fully open position, mark the position of the striker plate In relation to the bodywork using a pencil or marker pen, to aid accurate refitting. 6 Slacken and unscrew the bolts securing the striker plate to the bodywork (see Illustration) 7 Remove the striker plate from its aperture, to expose the remote release cable. 8 The release cable may be adjusted by altering the position of Ihe cable outer sheath wKhin its retaining bracket (see illustration) Refitting 9 Refitting is a reversal of removal. Use the markings made during removal to givo Ihe correct alignment. 10 Check that the tailgate fastens and releases in a satisfactory manner. If adjustment Is necessary, slacken the striker plate retaining bolts, and adjust Ihe position ot the plate to suit. Once the lock is operating correctly, securely tighten the striker plate retaining bolls.
10.3a Unclip tho plastic shield... 10.3b ... remove the screw...
10.8 Slackon and unsorew the bolts (arrowed) securing the strfker plate to the bodywork
Si
10,8 Adjust the rolease cable by altering the position of the cable outer sheath within its bracket (arrowed)
11 Bonnet-removal and refitting
Removal 1 Open the bonnet and prop it up with a stout pole. 2 Disconnect the washer Jet hoses at the three way joint (see illustration), 3 Mark the relationship between the hinges and the edge of the bonnet using a soft pencil or markor pen. Slacken and unscrew the bolts: have an assistant support the bonnet as the last bolts aro removed (see Illustration),
4 With the help of an assistant, lift off the bonnet and set it down on its edge, using a dust sheet to protect the paintwork.
Refitting 5 Refit the bonnet by reversing the removal process, using the markings made dunng removal to achieve the correct alignment. Note that the boll mounting holes are slotted to allow adjustment if required. On completion, tighten the bolts to the specified torque. 8 Check that the bonnet fastens and releases in a satisfactory manner. If necessary, adjust the bonnet lock components, as described
m
Section 12.