Engine - complete dismantling (1116 cc and 1301 cc engines)

Engine / Engine - complete dismantling (1116 cc and 1301 cc engines)

1 Have the engine resting squarely and supported securely on the work surface.

2 Unbolt and remove the timing belt cover.

3 Grip the now exposed timing belt with the hands and loosen the camshaft sprocket.

4 Release the timing belt tensioner pulley centre bolt, then slip the belt from the pulley and sprockets to remove it. Note which way round the belt is fitted, usually so that the lettering on the belt can be read from the crankshaft pulley end of the engine.

5 Remove the camshaft sprocket.

6 Unbolt and remove the camshaft timing belt cover backing plate.

7 Unbolt and remove the camshaft carrier cover.

8 Unbolt the camshaft carrier and lift it off very slowly, at the same time pushing the cam followers and their shims down with the fingers securely onto their respective valve springs. It is easy to remove the camshaft carrier too quickly with some of the cam followers stuck in it and as the carrier is lifted away, the cam followers will fall out. If this happens, the valve clearances will be upset as the cam followers and shims cannot be returned, with any certainty, to their original positions. Keep the cam followers and shims in their originally fitted order.

9 Unscrew and remove the cylinder head bolts and nuts, grip the manifold, rock the head and remove the complete cylinder head/manifold/carburettor assembly. Remove and discard the cylinder head gasket.

10 Unbolt the coolant pump from the side of the cylinder block and remove it complete with coolant distribution pipe. Remove the crankcase breather.

11 Remove the distributor/oil pump driveshaft. This is simply carried out by inserting a finger into the hole vacated by the distributor and wedging it in the hole in the end of the driveshaft. Lift the shaft out of mesh with the auxiliary shaft. Where the distributor is driven by the camshaft, a cover plate retains the oil pump driveshaft in position.

12 Unbolt and remove the sprocket from the end of the auxiliary shaft. The sprocket is held to the shaft with a Woodruff key.

13 Unbolt the auxiliary shaft retainer and withdraw the shaft from the crankcase.

14 Unscrew and remove the crankshaft pulley nut. This is very tight and the flywheel starter ring gear will have to be jammed with a cold chisel or a suitably bent piece of steel to prevent the crankshaft rotating.

15 Withdraw the crankshaft sprocket, which is located by the Woodruff key.

16 Unbolt the front engine mounting bracket from the cylinder block, together with the timing belt cover screw anchor bush. Unbolt and remove the timing belt tensioner pulley.

17 Unscrew the flywheel securing bolts. The starter ring gear will again have to be jammed to prevent the crankshaft rotating as the bolts are unscrewed. Mark the flywheel position in relation to the crankshaft mounting flange, then remove it.

18 Unbolt the front and rear crankshaft oil seal retainer bolts from the crankcase and the sump. Remove the oil seal retainers.

19 Turn the engine on its side, extract the remaining sump bolts and remove the sump.

If it is stuck, try tapping it gently with a soft-faced hammer. If this fails, cut all round the sump-to-gasket flange with a sharp knife.

Do not try prising with a large screwdriver; this will only distort the sump mating flange.

20 With the sump removed, unbolt and remove the oil pump.

21 Grip the oil pick-up pipe and twist or rock it from its hole in the crankcase. It is an interference fit in the hole.

22 Remove the piston/connecting rods as described in Section 32.

23 Before unbolting the main bearing caps, note that they are marked with one, two, three or four notches. No. 5 main bearing cap is unmarked. Note that the notches are nearer the auxiliary shaft side.

24 Unbolt and remove the main bearing caps. If the bearing shells are to be used again, tape them to their respective caps. The bearing shell at the centre position is plain, the others have a lubricating groove.

25 Carefully, lift the crankshaft from the crankcase, noting the thrust washers at No. 5 main bearing. These control the crankshaft endfloat.