Inspection

GENERAL
- Remove the oil suction strainer in the oil pan and clean thoroughly.
- Inspect all components for damage.


NOTE: Ensure that all components are scrupulously clean, blow out all oil galleries in the crankcase, crankshaft and camshaft with clean, dry compressed air.


CRANKSHAFT REGRINDING

Early engines prior to engine numbers:
- 8L168437 RoW (rest of world) except
- 8L147650 UK and Europe

- Regrinding of the crankshaft is generally recommended when wear or ovality in excess of 0.08 mm (0.003 in) is found. Grinding may be undertaken to a limit of 0.51 mm (0.020 in).
- Grinding beyond the limit of 0.51 mm (0.020 in) is not recommended and in such circumstances a new crankshaft must be obtained.
- Oversizes of journals are stamped in the adjacent web at the forward end of the crankshaft.





Figure 65
1. Main journal.
2. Crankpin.

Later engines from engine numbers:
- 8L168437 RoW Except
- 8L147650 UK and Europe
The crankshaft of the above engines are specifically hardened and cannot be reground.

CYLINDER BLOCK
- Check the top face of the cylinder block for flatness.
- Check that the main bearing caps have not been filed and that the bearing bores are in alignment.

NOTE: Should the caps show damage or the bearing housing misaligned, the caps must be re-machined and the bearing housings line bored.





Figure 66

- Remove the cylinder head studs (1, Fig. 66).
- Check the area around the studs holes for flatness (2, Fig. 66).
- Skim any raised areas flush with the joint face to ensure a perfectly flat surface.

NOTE: Reboring is normally recommended when the ovality exceeds 0.15 mm (0.006 in). Reboring beyond the limit of 0.51 mm (0.020 in) is not recommended. If the bores will not clean out at 0.51 mm (0.020 in) new liners and standard size pistons should be fitted.


- Remove the blanking plugs in the main oil gallery (6, Fig. 66) and the cylinder block oilways and crankcase interior should be thoroughly cleaned.
- When dry, coat the interior of the crankcase with an oil&heat-resisting paint.
- Check all core plugs (7, Fig. 66) fitted to the cylinder block and renew any which show signs of leaking.

PISTONS
- Check pistons for scuffing, scoring, or any other damage. Replace in complete sets.

CONNECTING RODS
If connecting rods have been in use for very high mileage, or if bearing failure has been experienced, it is desirable to renew the rod(s) owing to the possibility of fatigue. The connecting rods fitted to an engine should not vary one with another by more than 3.5 grammes (2 drams). The alignment should be checked on an approved connecting rod alignment jig. If alignment is incorrect, an exchange rod should be fitted. The big-end bearings are of the precision shell type and under no circumstances should they be hand-scraped or the bearing cap filed. The small-ends are fitted with steel-backed phosphor-bronze bushes which are a press fit in the connecting rod. After fitting, the bush should be bored, reamed and honed to a diameter of 22,225-22,23 mm (0.875-0.8752 in).

NOTE: Always use new connecting bolts and nuts at overhauls.

Before fitting new big-end bearings, the crank-pins must be examined for damage or the transfer of bearing metal. When a new connecting rod is fitted, although the small-end bush is reamed to the correct dimensions, it may be necessary to hone the bush to achieve the correct wrist pin fit.