1999 LAND ROVER DEFENDER wheel bolts

19FUEL SYSTEM
2
DESCRIPTION AND OPERATION DESCRIPTION
General
The fuel delivery system comprises a fuel tank, fuel pump, fuel pressure regulator, five injectors and a fuel filter.
The system is controlled by the ECM, which energises the fuel pump relay and controls the operation and timing
of each injector solenoid.
Unlike other Diesel engines, the Td5 has no injection pump. The diesel direct injection system receives fuel at
pressure from a two stage fuel pump located in the fuel tank. The system incorporates a fuel return to the fuel
pump, via a fuel cooler attached to the inlet manifold, and a fuel filter. A fuel pressure regulator is located in a
housing on the rear of the cylinder head. The regulator maintains the fuel delivered to the injectors at a constant
pressure and returns excess fuel back to the fuel filter and pump via the fuel cooler.
A fuel filter is positioned on the chassis longitudinal, below the RH rear wheel arch. The fuel feed and return to and
from the engine passes through the filter. The filter also incorporates a water sensor, which illuminates a warning
lamp in the instrument pack.
A moulded fuel tank is located at the rear underside of the vehicle between the chassis longitudinals. The tank
provides the attachment for the fuel pump and the fuel gauge sender unit, which is located inside the tank.
Fuel Tank and Breather
The fuel tank and breather system is a major part of the fuel delivery system. The fuel tank and breathers are
located at the rear of the vehicle between the chassis longitudinals.
Fuel Tank
The moulded fuel tank is made from High Molecular Weight (HMW) High Density Polyethylene (HDPE), and is
manufactured using a proportion of recycled plastic.
The tank is held in position by a metal cradle which is secured to the chassis cross members by four bolts, two
holding the front of the cradle in position, two holding the rear. The fuel tank has a useable capacity of 75 litres
(16.5 gallons).
An aperture in the top surface of the tank allows for the fitment of the fuel pump and fuel gauge sender unit, which
is retained with a locking ring. A reflective metallic covering is attached to the tank with three scrivets to shield the
tank from heat generated by the exhaust system.
Fuel Tank Breather System
The fuel tank filler tube incorporates a tank vent which allows air and fuel vapour displaced from the tank when
filling to vent to atmosphere via the filler neck.
A breather spout within the tank controls the tank’Full’height. When fuel covers the spout it prevents fuel vapour
and air from escaping from the tank. This causes the fuel to’back-up’in the filler tube and shuts off the filler gun.
The position of the spout ensures that when the filler gun shuts off, a vapour space of approximately 10% of the
tanks total capacity remains. The vapour space ensures that the Roll Over Value (ROV) is always above the fuel
level and vapour can escape and allow the tank to breathe.
The ROV is welded to the top surface of the tank. It is connected by a tube to the filler tube, which in turn is
connected to the atmospheric vent pipe. The ROV allows fuel vapour to pass through it during normal vehicle
operation. In the event of the vehicle being overturned the valve shuts off, sealing the tank and preventing fuel
from spilling from the atmospheric vent pipe.
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33CLUTCH
6
DESCRIPTION AND OPERATION DESCRIPTION
General
The clutch system is a diaphragm type clutch operated by a hydraulic cylinder. The drive plate is of the rigid centre
type with no integral damping springs. The flywheel is of the dual mass type with damping springs integral with the
flywheel. The clutch requires no adjustment to compensate for wear.
Hydraulic Clutch
The hydraulic clutch comprises a master cylinder, slave cylinder and a hydraulic reservoir. The master and slave
cylinders are connected to each other hydraulically by plastic and metal pipes. The plastic section of the pipe
allows ease of pipe routing and also absorbs engine movements and vibrations.
The master cylinder comprises a body with a central bore. Two ports in the body connect the bore to the hydraulic
feed pipe to the slave cylinder and the fluid reservoir. The bore is also connected to a damper which prevents
engine pulses being transferred hydraulically to the clutch pedal. A piston is fitted in the bore and has an external
rod which is attached to the clutch pedal with a pin. Two coil springs on the clutch pedal reduce the effort required
to depress the pedal.
The master cylinder is mounted on the bulkhead and secured with two bolts. The cylinder is connected to the
shared brake/clutch reservoir on the brake servo by a braided connecting hose.
The slave cylinder is located on the left hand side of the gearbox housing and secured with two bolts. A heat
shield is fitted to protect the underside of the slave cylinder from heat generated from the exhaust system. The
slave cylinder comprises a cylinder with a piston and a rod. A port in the cylinder body provides the attachment for
the hydraulic feed pipe from the master cylinder. A second port is fitted witha bleed nipple used for removing air
from the hydraulic system after servicing. The piston rod locates on a clutch release lever located in the gearbox
housing. The rod is positively retained on the release lever with a clip.
Clutch Mechanism
The clutch mechanism comprises a flywheel, drive plate, pressure plate, release lever and a release bearing. The
clutch mechanism is fully enclosed at the rear of the engine by the gearbox housing.
A clutch release bearing sleeve is attached in the gearbox housing with two bolts and located on two dowels. A
spigot with a ball end is formed on the release bearing sleeve and provides a mounting and pivot point for the
clutch release lever. A dished pivot washer is located on the ball of the spigot. When the release lever is located
on the ball, the pivot washer seats against the rear face of the release lever. A spring clip is located on the lever
and the pivot washer and secures the lever on the spigot. A small bolt retains the spring clip in position.
The release lever is forked at its inner end and locates on the clutch release bearing carrier. The outer end of the
release lever has a nylon seat which locates the slave cylinder piston rod. A second nylon seat, positioned
centrally on the release lever, locates on the ball spigot of the release bearing sleeve and allows the release lever
to pivot freely around the ball.
The clutch release bearing locates on the clutch release lever and release bearing sleeve. The bearing is retained
on a carrier which has two flats to prevent the carrier rotating on the release lever. A clip retains the release lever
on the carrier. The bearing and carrier are not serviceable individually.
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33CLUTCH
8
DESCRIPTION AND OPERATION The dual mass flywheel is bolted on the rear of the crankshaft with eight bolts. A dowel on the crankshaft flange
ensures that the flywheel is correctly located. A ring gear is fitted on the outer diameter of the flywheel. The ring
gear is not serviceable. Thirty blind holes are drilled in the outer diameter of the flywheel adjacent to the ring gear.
The holes are positioned at 10°intervals with four 20°spaces. The holes are used by the crankshaft position
sensor for engine management.
The dual mass flywheel is used to insulate the gearbox from torsional and transient vibrations produced by the
engine. The flywheel comprises primary and secondary flywheels with the drive between the two transferred by a
torsional damper which comprises four coil springs. The springs are located in the inside diameter of the primary
flywheel. Two of the springs are of smaller diameter and fit inside the larger diameter springs.
The primary flywheel locates the ring gear and is attached to the crankshaft flange with eight bolts. The two pairs
of coil springs are located in a recess in the flywheel between two riveted retainers. A roller bearing is pressed
onto the central boss of the primary flywheel and retained with a riveted plate. The bearing provides the mounting
for the secondary flywheel.
The secondary flywheel comprises two parts; an outer flywheel which provides the friction surface for the clutch
drive plate and an inner drive plate which transfers the drive from the primary flywheel, via the coil springs, to the
outer flywheel. The two components of the secondary flywheel are secured to each other with rivets. The inner
drive plate is located between the two pairs of coil springs and can rotate on the ball bearing in either direction
against the combined compression force of the four coil springs. Under high torque loading conditions the
secondary flywheel can rotate in either direction up to 70°in relation to the primary flywheel.
The operating face of the secondary flywheel is machined to provide a smooth surface for the drive plate to
engage on. Three dowels and six studs and nuts provide for the location and attachment of the pressure plate.
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REAR AXLE AND FINAL DRIVE
1
REPAIR REAR AXLE
Service repair no - 51.25.01
Remove
WARNING: Remove and refit of axle
requires a further two persons to steady
the axle when lowering or repositioning
axle.
1.Drain brake system.
2.Support chassis rear.
3.Remove road wheels.
4.Support axle weight with hydraulic jack.
5.Disconnect shock absorbers.
6.Disconnect flexible brake hose at RH chassis
side member and breather hose at banjo
connection on axle casing.
7.Disconnect lower links at axle.8.Mark differential and propeller shaft flanges with
identification marks for assembly.
9.Remove 4 nuts and bolts, lower propeller shaft
and tie to one side.
10.Disconnect pivot bracket ball joint at axle
bracket.
11.Release bolts and remove coil spring retaining
plates.
12.Lower axle and remove road springs.
13.If applicable, remove anti-roll bar links at axle
See REAR SUSPENSION, Repair. anti-roll
bar.
14.Remove axle assembly.
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51REAR AXLE AND FINAL DRIVE
2
REPAIR Refit
15.Position axle and fit lower links. Tighten fixings
to176 Nm (130 lbf/ft).
16.If applicable, fit anti-roll bar links to axleSee
REAR SUSPENSION, Repair. Anti-roll bar
links.
17.Raise axle and locate road springs.
18.Fit coil spring retaining plates and secure with
fixing bolts.
19.Secure pivot bracket ball joint to axle bracket.
Tighten fixing to176 Nm (130 lbf/ft).
20.Align propeller shaft to differential drive flange
and tighten fixings to47 Nm (35 lbf/ft).
21.Reconnect flexible brake hose and axle breather
hose.
22.Refit shock absorbers.
23.Fit road wheels and tighten to correct torque:
Alloy wheels -130 Nm (96 lbf/ft)
Steel wheels -100 Nm (80 lbf/ft)
Heavy Duty wheels -170 Nm (125 lbf/ft)
24.Remove rear chassis support.
25.Bleed brake systemSee BRAKES, Repair.
brake system bleed.
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REAR AXLE AND FINAL DRIVE
3
REPAIR REAR HUB ASSEMBLY - 90
Service repair no - 64.15.01
Remove
1.Place rear axle onto axle stands and remove
road wheel.
2.Release brake hose clips and remove brake
caliper bolts. Secure to one side.
WARNING: Take care not to kink brake
hose.
3.Remove 5 bolts and withdraw axle shaft.
4.Remove joint washer.
5.Bend back lock washer tabs.
6.Remove locknut and lock washer.
7.Remove hub adjusting nut.
8.Remove spacing washer.
9.Remove hub and brake disc assembly complete
with bearings.
Rear hub components - 90
1.Axle shaft.
2.Axle shaft joint washer.
3.Axle shaft retaining bolt.
4.Lock nut.
5.Lock washer.
6.Hub adjusting nut.
7.Spacing washer.8.Outer bearing.
9.Hub.
10.Inner bearing.
11.Grease seal.
12.Brake disc.
13.Disc retaining bolt.
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51REAR AXLE AND FINAL DRIVE
4
REPAIR Refit
10.Clean stub axle.
11.Fit hub assembly to stub axle.
12.Fit spacing washer.
13.Fit hub adjusting nut. Tighten to50 Nm (37
lbf/ft).Ensure hub is free to rotate with no
bearing play. Back off adjusting nut 90°and
tighten to10 Nm (7 lbf/ft).
14.Fit a new lock washer.
15.Fit locknut. Tighten to50 Nm (37 lbf/ft).
16.Tab over lock washer to secure adjusting nut
and locknut.
17.Using a new joint washer fit axle shaft to hub.
Tighten bolts to65 Nm (48 lbf/ft).
18.Fit brake caliper. Tighten bolts to82 Nm (61
lbf/ft).Secure brake pipes to axle casing.
19.Fit road wheel, remove axle stands and tighten
road wheel nuts to correct torque:
Alloy wheels -130 Nm (96 lbf/ft)
Steel wheels -100 Nm (80 lbf/ft)
Heavy duty wheels -170 Nm (125 lbf/ft)
20.Operate foot brake to locate brake pads before
driving vehicle.
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51REAR AXLE AND FINAL DRIVE
4
OVERHAUL
37.UsingLRT-51-500and pressLRT-99-002,
remove inner bearing cone from pinion.
INSPECTION
38.Examine all components for obvious wear or
damage.
39.Bearing cones must be a press fit on their
locations, except drive pinion flange and bearing
which is a slide fit.
40.The crown wheel and pinion are supplied as a
matched pair and must not be interchanged
separately. A new crown wheel and pinion
matched pair may be fitted to an original gear
carrier casing if sound. original crown wheel and
pinion, if sound, may be fitted into a replacement
casing.
41.The two parts of differential unit casing are
matched and must not be replaced separately.
42.Discard and renew all thrust washers.
43.Differential housings with worn thrust washer
seatings must be replaced as a pair.
44.Examine differential case to crown wheel joint
face for burrs and damage which could lead to
crown wheel run-out when fitted.ASSEMBLE
Differential
45.Fit differential lower wheel and thrust washer to
differential case. See illustration following
instruction 23.
46.Fit dished thrust washers.
47.Fit cross-shaft and pinions.
48.Fit differential upper wheel and thrust washer.
49.Fit differential upper case lining-up marks.
50.Secure assembly with bolts using Loctite
’Studlock’grade CVX on threads and tighten
evenly and diametrically to95 Nm (70 lbf/ft).
51.Fit crown wheel to differential casing. Use Loctite
’Studlock’grade CVX on fixing bolt threads and
tighten to correct torque.
52.Press on differential roller bearing cones less
shim washers, usingLRT-51-504, and leave to
one side until required for instruction 96.
53.Fit bearing cups to differential.
54.Fit differential unit and bearings to gear carrier
casing, and rotate unit to centralize bearings. Do
not fit bearing caps.
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