Defender 90 / 110 / 130. Instruction - page 63
DIESEL F
U
EL SYST
E
M
-
TURBO CHARGED ENGINE
TORQUE WRENCH SETTINGS
TURBO-CHARGER
Stud-Turbo charger
to
exhaust manifold
22-28
16-2 1
Nut-Turbo charger to exhaust manifold
2 1-26
15-19
Adaptor-Oil feed to cylinder block
22-28
16-21
Adaptor-Oil drain to cylinder block
22-28
16-21
Pipc-Oil feed
to
turbo charger
15-22
11-16
Pipe-Oil drain
32-48
23-35
Stud-Outlet elbow to turbo charger
22-28
16-2 1
Nut-Outlet elbow to turbo charger
2 1-26
15-19
Heat shield support to inlet manifold
22-28
16-2 1
Stud-Exhaust manifold to cylinder head
30-40
22-30
Nut-Exhaust manifold to cylinder head
28-36
2 1-26
Screw-inlet and exhaust manifold to cylinder head
30-40
22-30
RECOMMENDED ENGINE
OILS
The following list of recommended engine oils for temperate climates
-
range
-
10°C to
35°C
should be used for oil changes and topping up.
T h e y are SHPD (Super High Performance Diesel) oils that allow a
maximum
of 10,000
(6,000 miles) between oil and filter changes.
CASTROL
MOBIL
SHELL
Vanellus C3 Extra 15/40
Deusol Turbomax 15/40
Delvac 1400 Super 15/40
Myrina 15/40
The following list of
oils is for emergency use only
i f
the above oils arc not
can be used for topping-up
without detriment, but if used for engine oil changing, they are limited
to a maximum
5,000
(3,000 miles)
between
oil and filter
Vanellus C3
15/40
CASTROL
Dcusol RX Super 15/40
Hypergrade 15/50
ESSO
Essolube XD-3 15/40
MOBIL
Delvac Super 15/40
PETROFINA
Fina Dilano H P D 15/40
SHELL
X
15/40
TEXACO
URSA Super
Plus 15/40
Use
only oils to
o r API Service levels C D
or
SECTION
MAINTENANCE
SCHEDULE
The following additional maintenance is required
for the turbo charged engine to that contained in
main
for the non-Turbo Charged 2.5 Litre Diesel cngine.
Every
500
(250 miles)
-
Check engine oil level
At 1,600
(1,000 miles), 10,000
(6,000 miles) and 20.000
(12,000 miles) then every 20,000
(12,000
miles)
-
Check
tappets,
Every 80.000
(48,000 miles)
-
Check maximum turbo-charge boost pressure.
TURBO-CHARGER
DIESEL F
U
EL SYSTEM-TURBO CHARGED ENGINE
Removing
1. Remove
Remove the hose connecting the air clcancr to the
turbo-charger.
3 . Remove the turbo-charger heat shield fixings and
remove the heat shield.
4.
Release the clamp securing the turbo-charger
elbow to the exhaust downpipe.
5 .
Remove the inlet manifold to the turbo-charger
hose.
6.
Disconnect the boost control hose from
t h e
turbo-
charger.
7. Disconnect from t h e turbo-charger the lubrication
inlet pipe.
Disconnect, at the
hose, the lubrication
drain pipe from the turbo-charger.
\
\ \ \
\
\
\
\ \ \
9. Remove the five nuts to release the exhaust elbow
and gasket from the turbo-charger.
.
Release the lock tabs and
the four nuts
securing the turbo-charger to the exhaust manifold
and remove the turbo-charger and gasket.
*-
=-
Fitting
11. Fit the raised bead side of a new gasket uppermost
to
the exhaust manifold and fit and secure
the
turbo-charger with the four nuts, tightening evenly
to the correct torque and secure with lock tabs.
Fit the exhaust elbow, using a new gasket,
to
turbo-charger and retain with the five nuts
tightening evcnly to the correct torque.
46
DI
E
SE
L FUEL S
YSTEM
-
T
U
RBO CHARGED ENGINE
13. Fit the exhaust downpipe to the turbo-charger
14. Connect the lubrication inlet pipe to the turbo-
15.
Fit the
oil drain pipe to the flexible connection.
Connect the boost control pipe to t h e turbo-
17. Fit the hose connecting the inlet manifold to turbo-
18.
Fit the heat shield.
19. Fit the air cleaner to turbo-charger hose.
20. Immediately prior to starting the engine release the
oil inlet pipe to the turbo-charger and fill the centre
housing with a recommended
and grade of
engine
oil and re-fit the pipe.
elbow and tighten the clamp bolt.
charger.
charger.
charger.
CHECKING TURBO-CHARGER
BOOST PRESSURE
1.
Disconnect, from the turbo-charger, t h e hose to
the actuator and insert, into the free end a suitable
‘T’
piece.
2. Connect a short length of slave hose to the turbo-
charger and connect t h e other end to the ‘T’ piece.
3 . Connect a further slave hose to the third leg of the
‘T’ piece and the other end to a pressure gauge
capable
of reading in excess of 50
of Mercury.
The pressure gauge hose must be
long enough to
reach into the cab
of the vehicle
so that the gauge
can be observed by the driver
or passenger.
4. Drive t h e vehicle in the normal manner
3,000
full load) and observe the maximum
pressure obtained and compare with the figure
in
Data Section
RENEW TURBO-CHARGER ACTUATOR
1.
Remove the two screws securing actuator bracket
to the turbo-charger.
2 . Remove the nut and bolt securing actuator to the
heat shield bracket and disconnect the hose.
3. Remove clip retaining actuator arm to the
wastegate lever pin and withdraw the actuator from
the engine.
4. Fit the replacement actuator with the two bolts and
single nut and bolt. Tighten bolts to 12.5 to 14.0
(111 to 124
in
5 .
Push the wastegate lever as far
as possible towards
the actuator and apply pressure to keep lever
in
this position.
6 .
the replacement actuator to
57-62
(11-12
and hold this pressure.
CAUTION: Use only the threaded rod-end to make
adjustments. Forcing the entire rod in or out will change
the calibration with the possibility of damaging engine
over-boost
.
Screw the rod-end in either direction until the rod
end eye will locate easily over the wastegate pin
and secure with retaining clip.
8. Release the calibration pressure and tighten the
rod end locknut. Reconnect the hose.
9. Check the boost pressure, on the road, as
described earlier. The pressure should not fall
below 44
or exceed 50
(8.5
-
9.7
47
DIESEL
FUEL
SYSTEM- TURBO CHARGED
ENGINE
TURBO-CHARGER FAULT TRACING
It is important to be aware that when tracing
a
suspected fault
in
a turbo-charger that a turbo-charger
cannot compensate for incorrect engine operation
deficiencies
in the air,
or
fuel intake systems, exhaust
emission components or for damaged and worn engine
internal parts such as valves and pistons. Before
suspecting the turbo-charger, the engine should be
checked against the tuning data in Section
05.
Replacing a sound turbo-charger with another will not
correct engine deficiencies.
Systematic fault tracing
of
a suspected turbo-charger
failure is important for
t w o
reasons. First, it must be
found what,
if anything, is wrong with the turbo-
charger so that
it
can be
Second,
it
must be
decided what action is necessary to prevent a repeat
failure.
In many cases, evidence pointing to the cause of a
failure is destroyed
removing the turbo-charger
from the engine.
For example, if a turbo-charger failed
because of
a faulty installation, such as loose
connections that allowed dirt to enter the compressor,
this would not be evident once the turbo-charger was
removed from the engine. Failure to correct the
installation, such as reinstalling defective manifold
flange Connections, could cause an identical failure of
the replacement unit. T h e hose connecting the air
cleaner to the compressor, which could contain dirt
or
harmful particles, should
cleaned or renewed if
necessary.
In general, the fault tracing procedures that can be
done with the least effort and in the least amount of
time should be
first.
Do not remove and renew
the turbo-charger until the following visual checks and
repairs that can be made with the turbo-charger
installed, have been done.
DO NOT, UNDER ANY
CHARGER.
CIRCUMSTANCES, DISMANTLE THE TUKBO-
VISUAL INSPECTION
1.
7
3 .
4
5 .
Inspect
all connections within the intake system.
Tighten loose connections
as
required.
Replace damaged air intake components.
Check the connection between the compressor and
the engine intake manifold.
Tighten loose bolts as required.
Check exhaust system connections at turbine
housing inlet and outlet flanges for oil leakage and
loose connections. Tighten loose connections as
required. If
oil leakage exists, check the general
condition
of the engine.
Check the oil line connections at the centre housing
oil inlet and outlet ports
for leakage.
Tighten loose connections as required. Start engine
and recheck connections.
48