2001 LAND ROVER FREELANDER ESP

ENGINE - K SERIES KV6
OVERHAUL 12-3-77
OVERHAUL
Piston assemblies - engine set
$% 12.17.03.01
Disassembly
1.Remove crankshaft.

+ ENGINE - K SERIES KV6,
OVERHAUL, Crankshaft.
2.Remove LRT-12-144 cylinder liner clamps from
cylinder block.
3.Suitably identify each cylinder liner to its fitted
position in cylinder block.
4.With assistance, position cylinder block to
enable each piston and cylinder liner to be
removed.
5.Carefully push each piston assembly and
cylinder liner from cylinder block.
CAUTION: Suitably identify each piston with
its respective cylinder liner.6.Remove piston assemblies from liners, keep
liners in their fitted order.
7.Refit caps onto connecting rods, lightly tighten
dowel bolts.
8.Using a suitable expander, remove and discard
piston rings from each piston.
9.Using a squared off end of an old piston ring,
remove carbon from piston ring grooves.
Inspect
1. Cylinder liner bores: Measure wear and taper
in two axis 65 mm (2.5 in) from top of cylinder
liner bore The cylinder liner grade is marked on
outside diameter of liner.
CAUTION: Cylinder liners with excessively
glazed, worn, scratched or scored bores
must be replaced. DO NOT attempt to hone
or remove glazing from bore. Ensure that if
original liners are to be refitted, reference
marks made during dismantling are not
erased.

ENGINE - K SERIES KV6
12-3-78 OVERHAUL
2.Cylinder liners have their bore/grade and step
height determined at manufacture. The bore/
grade, red, blue (A) or (B), and step heights V
or Z together with the cylinder liner part number
and colour code are marked on the external
diameter of the cylinder liners. If cylinder(s) are
to be replaced, the replacement liner(s) must
have the same step height as the original
liner(s). Both step heights are available in red
(A) and blue (B) grades of cylinder liners.

+ GENERAL DATA, Engine - KV6
Petrol.
3.Check pistons for distortion and cracks.
NOTE: Piston grades A or B are stamped on
the crown of the piston.
4. Piston diameter check: Measure piston
diameter at right angles to gudgeon pin and 8
mm (0.3 in) from bottom of skirt.

+ GENERAL DATA, Engine - KV6
Petrol.
NOTE: Piston and connecting rods are only
supplied as an assembly.
CAUTION: Ensure pistons are retained with
their respective cylinder liners.
5.Position piston in cylinder liner and measure
clearance 20 mm (0.75 in) from bottom of
cylinder liner.

+ GENERAL DATA, Engine - KV6
Petrol.6. Piston ring gap: Position new top and second
compression piston rings 20 mm (0.75 in) from
top of cylinder bore and measure ring gaps.

+ GENERAL DATA, Engine - KV6
Petrol.
CAUTION: Ensure piston rings are kept
square to liner bore. Retain rings with the
piston fitted to the liner in which they were
checked.
7. Piston rings - refit:Using a suitable expander,
fit oil control spring.
8.With 'TOP' or identification markings to top of
piston, use an expander to fit piston rings in
sequence; oil control, 2nd and top
compression.
NOTE: The second compression ring is
stepped.
M12 6838

ENGINE - K SERIES KV6
OVERHAUL 12-3-79
9.Ensure rings are free to rotate, position
compression ring gaps A and B at 120° to each
other and away from thrust side. Position oil
control ring gap C and spring gap D at 30° on
opposite side of gudgeon pin axis.
10.Check clearance of each piston ring to its
respective groove.

+ GENERAL DATA, Engine - KV6
Petrol.Reassembly
1.Clean cylinder liners and liner recess in cylinder
block.
2.Lubricate cylinder liner bores, pistons and rings
with clean engine oil, ensure ring gaps are
correctly spaced.
3.Clean bearing shell recesses in connecting
rods and bearing caps.
4.Fit piston ring clamp, LRT-12-204 to each
piston in turn and fit piston to its respective
cylinder liner ensuring that when fitted, arrow
on piston crown will be towards front of engine.
CAUTION: Do not push pistons fully down
bores at this stage.
5.Remove piston ring clamp.
6.Apply a 2.00 mm (0.1 in) thick continuous bead
of sealant, Part No. RTC 3347, around
shoulder of each cylinder liner as shown.
7.Keeping cylinder liner 'square' to cylinder block,
push each liner fully down until shoulder of liner
seats against cylinder block ensuring that the
arrow on the piston is towards front of engine.
8.To prevent cylinder liners from being displaced,
position LRT-12-144 cylinder liner clamps and
secure to cylinder block with cylinder head
bolts. Ensure that feet of clamps do not
protrude over liner bores.
9.Fit crankshaft.

+ ENGINE - K SERIES KV6,
OVERHAUL, Crankshaft.
M12 6839
D
BA
C
M12 6842

ENGINE - K SERIES KV6
OVERHAUL 12-3-99
20.Insert each valve into its respective guide.
21.Extend valve head 15 mm (0.6 in) out of guide
and position DTI gauge to rear of valve head.
22.Move valve towards front of cylinder head and
zero gauge ensuring that stylus of gauge
remains in contact with valve head.
23.Move valve towards rear of cylinder head,
record gauge reading obtained to give valve
stem to guide clearance 'B'.

+ GENERAL DATA, Engine - KV6
Petrol.
24.Remove valves ensuring they are retained in
their fitted order.
25.Renew valves and/or guides as necessary.
26.To replace valve guides support cylinder head
face down on wooden blocks.
27.Position LRT-12-519-3 in tappet bore and drift
out valve guide using LRT-12-519-1.
CAUTION: Retain guides in their fitted
order.28.Identify type of valve guide fitted: 'A' - Standard
production 'B' - Service replacement.
CAUTION: Standard production valve
guides A must be replaced with service
replacement guides B.
29.Locate valve guide in valve guide bore with
identification groove towards valve seat and
position depth gauge LRT-12-519-2 onto valve
guide.
CAUTION: Cylinder head and valve guides
must be at room temperature when fitting
guides.
30.Position nylon guide LRT-12-519-3 in cylinder
head, press guide into bore using driver LRT-
12-519-1 until depth gauge contacts cylinder
head.
M12 6890
LRT-12-519-1
LRT-12-519-3
M12 6892
LRT-12-519-2
LRT-12-519-1
LRT-12-519-3

DRIVESHAFTS
REPAIRS 47-13
Propeller shaft - front /rear - overhaul
$% 47.15.11
Remove
1.Remove relevant propeller shaft.

+ DRIVESHAFTS, REPAIRS, Propeller
shaft - front.
2.Examine universal joint for signs of wear or
damage.
3.Clean the universal joint bearing cups and
circlips.
CAUTION: Before removal, mark the
position of the spider pin relative to the
journal yoke ears on the propeller shaft
joint. This will ensure correct assembly and
reduce the possibility of imbalance.
4.Remove the circlips.
5.Tap the yokes to eject bearing cups. Remove
bearing cups.
6.Remove spider from yokes.
7.Clean yokes and bearing cup locations.Refit
1.Remove bearing cups from new spider.
2.Check all needle rollers are present and
correctly positioned in bearing cups.
3.Ensure bearing cups are one-third full of
lubricant.
4.Enter new spider, with seals, into one of the
yokes.
5.Partially insert one bearing cup into yoke and
enter spider trunnion into bearing cup.
6.Insert opposite bearing cup in yoke.
7.Press both cups into place.
8.Press each cup into its respective location in
yoke up to lower land of circlip groove.
CAUTION: Damage may be caused to cups
and seals if cups pass this point.
9.Fit circlips and check no end float exists.
10.Engage spider in second yoke. Fit bearing cups
and circlips as described in steps 4 to 8.
11.Fit propeller shaft.

+ DRIVESHAFTS, REPAIRS, Propeller
shaft - front.

PANEL REPAIRS
BODY REPAIRS 77-2-1
PANEL REPAIRS
General
Body shells are of monocoque construction. Front and rear sections of the shell are designed as 'energy absorbing'
zones. This means they are designed to deform progressively when subjected to impact in order to minimise the
likelihood of injury to vehicle occupants.
It is essential that design dimensions and strength are restored in accident rectification. It is important that neither
structural weakness nor excessive local stiffness are introduced into the vehicle during body repair.
Repairs usually involve a combination of operations ranging from straightening procedures to renewal of individual
panels or panel assemblies. The repairer will determine the repair method and this decision will take into account a
balance of economics between labour and material costs and the availability of repair facilities in both equipment and
skills. It may also involve considerations of the vehicles' downtime, replacement vehicle availability and repair turn-
around time.
It is expected that a repairer will select the best and most economic repair method possible, making use of the facilities
available. The instructions given are intended to assist a skilled body repairer by expanding approved procedures for
panel replacement. The objective is to restore the vehicle to a safe running condition by carrying out a repair which is
as close as is feasible to original standard. The results should not advertise to the experienced eye that the vehicle
has been damaged, although the repair might not be identical in all respects to the original factory build. Commercial
bodyshop repair facilities cannot always duplicate methods of construction used during production.
Operations covered in this Manual do not include reference to testing the vehicle after repair. It is essential that work
is inspected and suspension geometry checked after completion. Where necessary a road test of the vehicle should
be carried out, particularly where safety-related items are concerned.
Where major units have been disconnected or removed it is necessary to ensure that fluid levels are checked and
topped up where necessary. It is also necessary to ensure that the repaired vehicle is in a roadworthy condition in
respect of tyre pressures, lights, washer fluid etc.
Body repairs often involve the removal of mechanical and electrical units and associated wiring. Where necessary,
refer to the relevant section of the Workshop Manual for removal and refitting instructions.
Body components
Taking into consideration the differences in body styles, suspension systems and engine and transmission layouts,
the location of the following components as applicable to a particular vehicle is critical:
lFront suspension upper damper mountings.
lFront suspension or sub frame mountings.
lRear suspension upper damper mountings.
lRear suspension mountings or lower pivots.
Additional points which can be used to check alignment and assembly are:
lInner holes in crossmember - side - main floor.
lHoles in front longitudinals.
lHoles in side members.
lHoles in rear longitudinals.
lHoles in rear lower panels or extension rear floor.
Apertures for windscreen, backlight, bonnet and doors can be measured and checked using the dimensional
information provided and also by offering up an undamaged component as a gauge.
Straightening
Whenever possible, structural members should be cold straightened under tension. Do not attempt to straighten with
a single pull but rework the damaged area using a series of pulls, releasing tension between each stage and using
the opportunity to check alignment.

CORROSION PREVENTION AND SEALING
CORROSION PREVENTION 77-4-5
Corrosion Prevention
The following information details Corrosion Prevention treatments.
Factory treatments
During production, vehicle bodies are treated with the following anti-corrosion materials:
lAn application of cavity wax which is sprayed into the sill panels and the lower areas of the door panels.
lA PVC-based underbody sealer which is sprayed onto the underside of the main floor and sills, the exterior of
the safe well and the forward face of the lower dash crossmember.
lA coating of underbody wax which is applied to the entire underbody inboard of the sill vertical flanges, and
covers all moving and flexible components EXCEPT for wheels, tyres, brakes and exhaust.
lA coat of protective wax applied to the engine bay area.
Whenever body repairs are carried out, ensure the anti-corrosion materials in the affected area are repaired or
renewed as necessary using the approved materials.
Cavity wax injection
Areas treated with cavity wax are shown in the following Figures. After repairs, always re-treat these areas with an
approved cavity wax. In addition, treat all interior surfaces which have been disturbed during repairs whether they
have been treated in production or not. This includes all box members, cavities and door interiors. It is permissible to
drill extra holes for access where necessary, provided these are not positioned in load-bearing members. Ensure that
such holes are treated with a suitable zinc rich primer, brushed with wax and then sealed with a rubber grommet.
Before wax injection, ensure that the cavity to be treated is free from any contamination or foreign matter. Where
necessary, clear out any debris using compressed air.
Ensure that cavity wax is applied AFTER the final paint process and BEFORE refitting any trim components.
During application, ensure that the wax covers all flange and seam areas and that it is adequately applied to all
repaired areas of both new and existing panels.
It should be noted that new panel assemblies and complete body shells are supplied without wax injection treatment.
Ensure that such treatment is carried out after repairs.
Effective cavity wax protection is vital. Always observe the following points:
lComplete all paint refinish operations before wax application.
lClean body panel areas and blow-clean cavities if necessary, before treatment.
lMaintain a temperature of 18°C during application and drying.
lCheck the spray pattern of injection equipment.
lMask off all areas not to be wax coated and which could be contaminated by wax overspray.
lRemove body fixings, such as seat belt retractors, if contamination is at all likely.
lMove door glasses to fully closed position before treating door interiors.
lTreat body areas normally covered by trim before refitting items.
lCheck that body and door drain holes are clear after the protective wax has dried.
lKeep all equipment clean, especially wax injection nozzles.

CORROSION PREVENTION AND SEALING
SEALING 77-4-9
Inspections during maintenance servicing
It is a requirement of the Corrosion Warranty that the vehicle body is checked for corrosion by an authorised Land
Rover Dealer at least once a year, to ensure that the factory-applied protection remains effective.
Service Job Sheets include the following operations to check bodywork for corrosion:
lWith the vehicle on a lift, carry out visual check of underbody sealer for damage.
lWith the vehicle lowered, inspect exterior paintwork for damage and body panels for corrosion.
The vehicle must be washed and free from deposits prior to inspection. It is part of the owner's responsibility to ensure
that the vehicle is kept free of accumulations of mud which could accelerate the onset of corrosion. It will be necessary
for the vehicle to be washed by the Dealer prior to inspection of bodywork if the customer has offered the vehicle in
a dirty condition. Particular attention should be paid to areas where access is difficult.
The checks described above are intended to be visual only. It is not intended that the operator should remove trim
panels, finishers, rubbing strips or sound-deadening materials when checking the vehicle for corrosion and paint
damage.
With the vehicle on a lift, and using an inspection or spot lamp, visually check for the following:
lCorrosion damage and damaged paintwork, condition of underbody sealer on front and rear lower panels, sills
and wheel arches.
lDamage to underbody sealer. Corrosion in areas adjacent to suspension mountings and fuel tank fixings.
The presence of small blisters in underbody sealer is acceptable, providing they do not expose bare metal.
Pay special attention to signs of damage caused to panels or corrosion protection material by incorrect jack
positioning.
caut : It is essential to follow the correct jacking and lifting procedures.
With the vehicle lowered, visually check for evidence of damage and corrosion on all visible painted areas, in
particular the following:
lFront edge of bonnet.
lVisible flanges in engine compartment.
lLower body and door panels.
Rectify any bodywork damage or evidence of corrosion found during inspection as soon as is practicable, both to
minimise the extent of the damage and to ensure the long term effectiveness of the factory-applied corrosion
prevention treatment. Where the cost of rectification work is the owner's responsibility, the Dealer must advise the
owner and endorse the relevant documentation accordingly.
Where corrosion has become evident and is emanating from beneath a removable component (e.g. trim panel,
window glass, seat etc.), remove the component as required to permit effective rectification.