Rover 214-414. Service Repair Manual - part 2

1689 Rover 214 & 414 Updated Version 09/97

0•16

Lubricants, fluids, capacities and tyre pressures

Lubricants and fluids

Capacities

Tyre Pressures (tyres cold)

Engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Multigrade engine oil, viscosity SAE 10W/40 to spec.
API-SG or SG/CD, CCMC G4, or RES.22.OL.G4
(Duckhams QS, QXR, Hypergrade Plus, Hypergrade, or
10W/40 Motor Oil)

Cooling system  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Antifreeze to spec. BS 6580 and BS 5117. Ethylene-
glycol based with non-phosphate corrosion inhibitors,
containing no methanol. Mixture 50% by volume
(Duckhams Antifreeze and Summer Coolant)

Gearbox   . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Special gearbox oil. Refer to your Rover dealer
(Duckhams Hypoid PT 75W/80 may be used for topping-
up only)

Braking system  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Hydraulic fluid to spec. SAE J 1703 or DOT 4
(Duckhams Universal Brake and Clutch Fluid)

Power steering system . . . . . . . . . . . . . . . . . . . . . . . . . . .

Automatic transmission fluid (ATF) to Dexron II D
specification (Duckhams Uni-Matic)

General greasing  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Multi-purpose lithium-based grease to NLGI consistency
No. 2 (Duckhams LB10)

Engine oil  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5 litres - including filter

Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.8 litres

Gearbox  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.0 litres

Power steering reservoir  . . . . . . . . . . . . . . . . . . . . . . . .

1.2 litres

Fuel tank  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

55 litres

Washer  system reservoir  . . . . . . . . . . . . . . . . . . . . . . .

3.1 litres

Front

Rear

155 SR 13 tyres
Normal driving conditions  . . . . . . . . . . . . . . . . . . . . . . . .

2.1 bar (30 psi)

2.1 bar (30 psi)

Loads in excess of four persons  . . . . . . . . . . . . . . . . . . .

2.1 bar (30 psi)

2.3 bar (34 psi)

Speeds in excess of 100 mph - all loads  . . . . . . . . . . . . .

2.2 bar (32 psi)

2.2 bar (32 psi)

175/65 TR 14 tyres
All loads - up to 100 mph . . . . . . . . . . . . . . . . . . . . . . . . .

2.1 bar (30 psi)

2.1 bar (30 psi)

All loads - over 100 mph  . . . . . . . . . . . . . . . . . . . . . . . . .

2.2 bar (32 psi) 

2.2 bar (32 psi)

185/60 HR 14 tyres
All loads - up to 100 mph . . . . . . . . . . . . . . . . . . . . . . . . .

2.1 bar (30 psi)

2.1 bar (30 psi)

All loads - over 100 mph  . . . . . . . . . . . . . . . . . . . . . . . . .

2.5 bar (36 psi)

2.5 bar (36 psi)

Note: Pressures apply only to original equipment tyres and may vary if any other make or type is fitted. Check with
the tyre manufacturer or supplier for correct pressures if necessary

2A

1689 Rover 214 & 414 Updated Version 09/97

Chapter 2 Part A
Engine in-car repair procedures

Camshaft oil seals - renewal  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Camshafts and hydraulic tappets - removal, inspection and 

refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Compression test - description and interpretation  . . . . . . . . . . . . . .

3

Crankshaft oil seals - renewal  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Crankshaft pulley - removal and refitting  . . . . . . . . . . . . . . . . . . . . .

6

Cylinder head - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . 13
Cylinder head cover - removal and refitting  . . . . . . . . . . . . . . . . . . .

5

Engine oil and filter - renewal  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2

Engine/gearbox mountings - inspection and renewal . . . . . . . . . . . . 19
Flywheel - removal, inspection and refitting  . . . . . . . . . . . . . . . . . . . 18

General information and precautions  . . . . . . . . . . . . . . . . . . . . . . . .

1

Oil pump - dismantling, inspection and reassembly . . . . . . . . . . . . . 16
Oil pump - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Sump - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Timing belt - removal, inspection, refitting and adjustment  . . . . . . .

8

Timing belt covers - removal and refitting . . . . . . . . . . . . . . . . . . . . .

7

Timing belt tensioner and sprockets - removal, inspection and 

refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

Top Dead Centre (TDC) for number one piston - locating  . . . . . . . .

4

Valve clearances - general information  . . . . . . . . . . . . . . . . . . . . . . . 12

2A•1

Contents

Specifications

General

Type  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Four-cylinder in-line, four-stroke, liquid-cooled

Designation:

1.4 8-valve sohc  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

K8

1.4 16-valve dohc  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

K16

Bore  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

75.00 mm

Stroke  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

79.00 mm

Capacity  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1396 cc

Firing order  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1-3-4-2 (No 1 cylinder at timing belt end)

Direction of crankshaft rotation  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Clockwise (seen from right-hand side of vehicle)

Compression ratio:

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.75 : 1

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.50 : 1

Minimum compression pressure  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.3 bar

Maximum compression pressure difference between cylinders  . . . . . .

1.4 bar

Maximum power (EEC):

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

76 ps (56 kW) @ 5700 rpm

K8 (with catalytic converter)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

75 ps (55 kW) @ 5500 rpm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

95 ps (70 kW) @ 6250 rpm

K16 (with catalytic converter)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

90 ps (66 kW) @ 6250 rpm

Maximum torque (EEC):

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

117 Nm (86 lbf ft) @ 3500 rpm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

124 Nm (91 lbf ft) @ 4000 rpm

K16 (with catalytic converter)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

120 Nm (89 lbf ft) @ 4000 rpm

Cylinder block/crankcase

Note: Service liners are Grade B
Material  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Aluminium alloy

Cylinder liner bore diameter - 60 mm from top of bore:

Standard - grade A (Red)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

74.975 to 74.985 mm

Standard - grade B (Blue)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

74.986 to 74.995 mm

Service limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

75.045 mm

Easy, suitable for
novice with little
experience

Fairly easy, suitable
for beginner with
some experience

Fairly difficult,
suitable for competent
DIY mechanic

Difficult, suitable for
experienced  DIY
mechanic

Very difficult,
suitable for expert DIY
or  professional

Degrees of difficulty

5

4

3

2

1

Crankshaft

Number of main bearings  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5

Main bearing journal diameter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

47.979 to 48.000 mm

Main bearing journal size grades:

Grade A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

47.993 to 48.000 mm

Grade B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

47.986 to 47.993 mm

Grade C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

47.979 to 47.986 mm

Crankpin journal diameter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42.986 to 43.007 mm

Crankpin journal size grades:

Grade A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

43.000 to 43.007 mm

Grade B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42.993 to 43.000 mm

Grade C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42.986 to 42.993 mm

Main bearing and crankpin journal maximum ovality  . . . . . . . . . . . . . . .

0.010 mm

Main bearing and big-end bearing running clearance  . . . . . . . . . . . . . .

0.021 to 0.049 mm

Crankshaft endfloat:

Standard  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.10 to 0.30 mm

Service limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.50 mm

Thrustwasher thickness  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.61 to 2.65 mm

Gudgeon pins

Diameter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18.0 mm

Fit in connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Interference

Pistons and piston rings

Note: Service pistons are Grade B
Piston diameter:

Grade A

Grade B

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

74.940 to 74.955 mm

74.956 to 74.970 mm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

74.945 to 74.960 mm

74.960 to 74.975 mm

Piston-to-bore clearance:

K8 - standard  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.015 to 0.045 mm

K16 - standard  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.010 to 0.040 mm

Service limit - all  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.080 mm

Piston ring end gaps (fitted 20 mm from top of bore):

Top compression ring:

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.25 to 0.45 mm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.30 to 0.50 mm

Second compression ring - all models  . . . . . . . . . . . . . . . . . . . . . . . .

0.30 to 0.50 mm

Oil control ring:

K8 - standard  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.25 to 1.00 mm

K16:

standard  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.25 to 0.50 mm

service limit  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.60 mm

Piston ring-to-groove clearance:

Top compression ring:

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.04 to 0.09 mm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.04 to 0.07 mm

Second compression ring:

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.04 to 0.08 mm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.04 to 0.07 mm

Oil control ring - all models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.02 to 0.06 mm

Cylinder head

Material  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Aluminium alloy

Height  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

118.95 to 119.05 mm

Reface limit  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.20 mm

Maximum acceptable gasket face distortion  . . . . . . . . . . . . . . . . . . . . .

0.05 mm

Valve seat angle  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45°

Valve seat width  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.5 mm

Seat cutter correction angle:

Upper  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30°

Lower  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60°

Valve stem installed height:

K8:

new  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

38.95 to 40.81 mm

service limit  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

41.06 mm

K16:

new  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

38.93 to 39.84 mm

service limit  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

40.10 mm

2A•2 Engine in-car repair procedures

1689 Rover 214 & 414 Updated Version 09/97

Valves

Seat angle:

Inlet  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45°

Exhaust  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

44° 30’

Head diameter:

Inlet:

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

34.0 mm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

28.0 mm

Exhaust:

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

31.0 mm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

24.0 mm

Stem outside diameter:

Inlet:

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.967 to 6.975 mm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.952 to 5.967 mm

Exhaust:

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.952 to 6.967 mm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.947 to 5.962 mm

Guide inside diameter:

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.000 to 7.025 mm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.000 to 6.025 mm

Stem-to-guide clearance:

Inlet:

standard  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.03 to 0.04 mm

service limit  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.07 mm

Exhaust:

standard  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.07 to 0.08 mm

service limit  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.11 mm

Valve timing:

K8:

Inlet opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13° BTDC

Inlet closes  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

47° ABDC

Exhaust opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

53° BBDC

Exhaust closes  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7° ATDC

K16:

Inlet opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15° BTDC

Inlet closes  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45° ABDC

Exhaust opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

55° BBDC

Exhaust closes  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5° ATDC

Valve spring free length:

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

46.2 mm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

50.0 mm

Valve guide fitted height  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.0 mm

Camshaft

Drive  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Toothed belt

Number of bearings  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

Bearing journal running clearance:

Standard  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.060 to 0.094 mm

Service limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.150 mm

Camshaft endfloat:

Standard  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.060 to 0.190 mm

Service limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.500 mm

Valve lift:

K8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.0 mm

K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.2 mm

Hydraulic tappet outside diameter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

32.959 to 32.975 mm

Lubrication system

System pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.0 bar @ idle speed

Oil pump type  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Trochoidal, eccentric-rotor 

Oil pump clearances:

Rotor endfloat  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.02 to 0.06 mm

Outer rotor-to-body clearance  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.28 to 0.36 mm

Rotor lobe clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.05 to 0.13 mm

Pressure relief valve operating pressure  . . . . . . . . . . . . . . . . . . . . . . . .

4.1 bar

Oil pressure warning lamp lights at  . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Below 0.3 to 0.5 bar

Engine in-car repair procedures  2A•3

2A

1689 Rover 214 & 414 Updated Version 09/97

Torque wrench settings

Nm

lbf ft

Spark plug (HT) lead clip screws - K8  . . . . . . . . . . . . . . . . . . . . . . . . . .

9

7

Air intake duct support bracket-to-cylinder head screws  . . . . . . . . . . .

4

3

Spark plug cover screws - K16  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2

1.5

Cylinder head cover bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

7

Camshaft bearing cap/carrier-to-cylinder head bolts  . . . . . . . . . . . . . .

9

7

Cylinder head bolts:

1st stage  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

2nd stage  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tighten through 180°

3rd stage  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tighten through (a further) 180°

Timing belt cover fasteners:

Upper right-hand (outer) cover  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4

3

Lower and upper left-hand (inner) covers . . . . . . . . . . . . . . . . . . . . . .

9

7

Timing belt tensioner backplate clamp bolt  . . . . . . . . . . . . . . . . . . . . . .

25

19

Timing belt tensioner pulley Allen screw  . . . . . . . . . . . . . . . . . . . . . . . .

45

33

Camshaft sprocket bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

33

24

Crankshaft pulley bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

160

118

Oil pump-to-cylinder block/crankcase bolt and screws . . . . . . . . . . . . .

9

7

Alternator mounting bracket-to-cylinder block/crankcase bolts  . . . . . .

45

33

Dipstick tube-to-cylinder block/crankcase bolts  . . . . . . . . . . . . . . . . . .

9

7

Flywheel bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

63

Transmission-to-engine bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

63

Flywheel cover plate screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

7

Flywheel rear cover plate bolt and nut  . . . . . . . . . . . . . . . . . . . . . . . . . .

38

28

Big-end bearing cap bolts:

1st stage  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

2nd stage  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tighten through 45°

Main bearing ladder-to-cylinder block/crankcase bolts . . . . . . . . . . . . .

10

7

Oil rail-to-main bearing ladder nuts  . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

7

Oil pump pick-up/strainer pipe bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

7

Sump bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10

7

Engine oil drain plug  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42

31

Engine/transmission right-hand mounting:

Bracket-to-cylinder block/crankcase bolts . . . . . . . . . . . . . . . . . . . . .

45

33

Mounting-to-bracket nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

100

74

Mounting-to-body through-bolt and nut . . . . . . . . . . . . . . . . . . . . . . .

85

63

Engine/transmission left-hand mounting:

Mounting-to-body bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45

33

Mounting-to-transmission bracket bolts  . . . . . . . . . . . . . . . . . . . . . .

60

44

Transmission bracket bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

100

74

Engine/transmission rear mounting:

Mounting bracket-to-transmission bolt  . . . . . . . . . . . . . . . . . . . . . . .

85

63

Connecting link-to- transmission bracket bolt  . . . . . . . . . . . . . . . . . .

60

44

Connecting link-to-body bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

63

Anti-beaming bracket-to-support bracket bolt  . . . . . . . . . . . . . . . . . . .

45

33

2A•4 Engine in-car repair procedures

1689 Rover 214 & 414 Updated Version 09/97

1

General information and
precautions

How to use this Chapter

This Part of the Chapter describes those

repair procedures that can reasonably be
carried out on the engine whilst it remains in
the vehicle. If the engine has been removed
from the vehicle and is being dismantled as
described in Part B of this Chapter, any
preliminary dismantling procedures can be
ignored.

Note that whilst it may be possible

physically to overhaul items such as the
piston/connecting rod assemblies with the
engine in the vehicle, such tasks are not
usually carried out as separate operations 
and usually require the execution of several

additional procedures (not to mention the
cleaning of components and of oilways). For
this reason, all such tasks are classed as
major overhaul procedures and are described
in Part B of this Chapter.

Engine information

The engine is of four-cylinder, in-line type,

mounted transversely at the front of the
vehicle with the clutch and transmission on its
left-hand end. The engine is available in two
forms - the K8 engine, which is the eight-valve
single overhead camshaft engine fitted to the
carburettor-equipped 214 S model, and the
K16 engine, which is a sixteen-valve double
overhead camshaft engine which is fitted to all
fuel-injected models. Apart from the different
cylinder head designs, both engines are of
identical construction.

Apart from the pressed steel sump, the

plastic timing belt covers and the aluminium

alloy cylinder head cover, the engine consists
of three major castings which are the cylinder
head, the cylinder block/crankcase and the
crankshaft main bearing ladder. There is also
an oil rail underneath the main bearing ladder
and the camshaft carrier/bearing caps.

All major castings are of aluminium alloy

and are clamped together by ten long
through-bolts which perform the dual role of
cylinder head bolts and crankshaft main
bearing fasteners. Since these bolts pass
through the cylinder block/crankcase and the
main bearing ladder, the oil rail is secured also
to the main bearing ladder (by two nuts) and
the main bearing ladder is secured also to the
cylinder block/crankcase (by ten smaller bolts)
so that the cylinder head can be removed
without disturbing the rest of the engine. The
passages provided for the bolts in the major
castings are used as breather passages or as
returns for the oil to the sump.

The crankshaft runs in five main bearings.

Thrustwashers are fitted to the centre main
bearing (upper half) to control crankshaft
endfloat.

The connecting rods rotate on horizontally-

split bearing shells at their big-ends. The
pistons are attached to the connecting rods
by gudgeon pins which are an interference fit
in the connecting rod small-end eyes. The
aluminium alloy pistons are fitted with three
piston rings, comprising two compression
rings and an oil control ring.

The cylinder bores are formed by

replaceable wet liners which are located from
their top ends. Two sealing rings are fitted at
the base of each liner to prevent the escape of
coolant into the sump.

The inlet and exhaust valves are each

closed by coil springs and operate in guides
pressed into the cylinder head. The valve seat
inserts are pressed into the cylinder head and
can be renewed separately if worn.

On the K8 engine, the camshaft is driven by

a toothed timing belt and operates the eight
valves via self-adjusting hydraulic tappets,
thus eliminating the need for routine checking
and adjustment of the valve clearances. The
camshaft rotates in six bearings that are line-
bored direct in the cylinder head and the
(bolted-on) bearing caps. This means that the
bearing caps are not available separately from
the cylinder head and must not be
interchanged with others from another engine.
The distributor is driven from the left-hand
end of the camshaft and the mechanical fuel
pump is operated by an eccentric on the
camshaft.

Apart from the fact that it has two

camshafts, one inlet and one exhaust, each
controlling eight valves and both retained by a
single camshaft carrier, the same applies to
the K16 engine. On the K16 engine, the
distributor is driven from the left-hand end of
the inlet camshaft. The fuel pump is
electrically-operated.

On both engine types, the coolant pump is

driven by the timing belt.

Lubrication is by means of an eccentric-

rotor trochoidal pump mounted on the
crankshaft right-hand end. It draws oil
through a strainer located in the sump and
then forces it through an externally-mounted
full-flow cartridge-type filter into galleries in
the oil rail and cylinder block/crankcase, from
where it is distributed to the crankshaft 
(main bearings) and camshaft(s). The big-end
bearings are supplied with oil via internal
drillings in the crankshaft, while the camshaft
bearings and the hydraulic tappets receive a
pressurised supply. The camshaft lobes and
valves are lubricated by splash, as are all
other engine components.

Repair operations possible with
the engine in the car

The following work can be carried out with the
engine in the vehicle:
a)

Compression pressure - testing.

b)

Cylinder head cover - removal and
refitting.

c)

Crankshaft pulley - removal and refitting.

d)

Timing belt covers - removal and refitting.

e)

Timing belt - removal, refitting and
adjustment.

f)

Timing belt tensioner and sprockets -
removal and refitting.

g)

Camshaft oil seal(s) - renewal.

h)

Camshaft(s) and hydraulic tappets -
removal, inspection and refitting.

i)

Cylinder head - removal and refitting.

j)

Cylinder head and pistons -
decarbonising.

k)

Sump - removal and refitting.

l)

Oil pump - removal, overhaul and refitting.

m) Crankshaft oil seals - renewal.
n)

Engine/transmission mountings -
inspection and renewal.

o)

Flywheel - removal, inspection and
refitting.

Precautions

Note that a side-effect of the above

described engine design is that the crankshaft
cannot be rotated once the cylinder head and
block through-bolts have been slackened.
During any servicing or overhaul work the
crankshaft always must be rotated to the
desired position before the bolts are
disturbed.

2

Engine oil and filter - renewal

1 Details of checking the engine oil levels and
renewing both the oil and filter are contained
in “Weekly Checks” and Chapter 1. 

3

Compression test -
description and interpretation

2

1 When engine performance is down, or if
misfiring occurs which cannot be attributed to
the ignition or fuel systems, a compression
test can provide diagnostic clues as to the
engine’s condition. If the test is performed
regularly it can give warning of trouble before
any other symptoms become apparent.
2 The engine must be fully warmed up to
normal operating temperature, the battery
must be fully charged and the spark plugs
must be removed. The aid of an assistant will
be required.
3 Disable the ignition system by
disconnecting the ignition HT coil lead from
the distributor cap and earthing it on the
cylinder block. Use a jumper lead or similar
wire to make a good connection.
4 Fit a compression tester to the No 1
cylinder spark plug hole. The type of tester
which screws into the plug thread is preferred
(see illustration).

5 Have the assistant hold the throttle wide
open and crank the engine on the starter
motor. After one or two revolutions, the
compression pressure should build up to a
maximum figure and then stabilise. Record
the highest reading obtained.
6 Repeat the test on the remaining cylinders,
recording the pressure in each.
7 All cylinders should produce very similar
pressures. Any difference greater than that
specified indicates the existence of a fault.
Note that the compression should build up
quickly in a healthy engine. Low compression
on the first stroke, followed by gradually
increasing pressure on successive strokes,
indicates worn piston rings. A low
compression reading on the first stroke, which
does not build up during successive strokes,
indicates leaking valves or a blown head
gasket (a cracked head could also be the
cause). Deposits on the undersides of 
the valve heads can also cause low
compression.
8 If the pressure in any cylinder is reduced to
the specified minimum or less, carry out the
following test to isolate the cause. Introduce a
teaspoonful of clean oil into that cylinder
through its spark plug hole and repeat the
test.
9 If the addition of oil temporarily improves
the compression pressure, this indicates that
bore or piston wear is responsible for the
pressure loss. No improvement suggests that
leaking or burnt valves, or a blown head
gasket, may be to blame.
10 A low reading from two adjacent cylinders
is almost certainly due to the head gasket
having blown between them and the presence
of coolant in the engine oil will confirm this.
11 If one cylinder is about 20 percent lower
than the others and the engine has a slightly
rough idle, a worn camshaft lobe could be the
cause.
12 If the compression reading is unusually
high, the combustion chambers are probably
coated with carbon deposits. If this is the
case, the cylinder head should be removed
and decarbonised.
13 On completion of the test, refit the spark
plugs and reconnect the ignition system.

Engine in-car repair procedures  2A•5

3.4  Measuring compression pressure

2A

1689 Rover 214 & 414 Updated Version 09/97

4

Top Dead Centre (TDC) for
number one piston - locating

2

General

1 The crankshaft pulley, crankshaft and
camshaft sprockets are provided by the
factory with clear marks which align only at
90° BTDC. This positions the pistons half-way
up the bores so that there is no risk of
damage as the engine is reassembled. These
marks do not indicate TDC. Use only the
ignition timing marks, as described in this
Section, to find TDC.
2 Top dead centre (TDC) is the highest point
in its travel up-and-down the cylinder bore
that each piston reaches as the crankshaft
rotates. While each piston reaches TDC both
at the top of the compression stroke and
again at the top of the exhaust stroke, for the
purpose of timing the engine, TDC refers to
the piston position (usually No 1) at the top of
its compression stroke.
3 While all engine reassembly procedures use
the factory timing marks (90° BTDC), it is
useful for several other servicing procedures
to be able to position the engine at TDC.
4 No 1 piston and cylinder is at the right-hand
(timing belt) end of the engine. Note that the
crankshaft rotates clockwise when viewed
from the right-hand side of the vehicle.

Locating TDC

5 Disconnect the battery negative lead and
remove all the spark plugs.
6 Trace No 1 spark plug (HT) lead from the
plug back to the distributor cap and use chalk
or similar to mark the distributor body or
engine casting nearest to the cap’s No 1
terminal. Undo the distributor cap retaining
screws and remove the cap.
7 Apply the handbrake and ensure that the
transmission is in neutral, then jack up the
front of the vehicle and support it on axle
stands. Remove the right-hand roadwheel.
8 From underneath the front of the vehicle,
slacken and remove the three bolts securing
the bumper flange to the body. Remove the
seven bolts securing the front undercover
panel to the body and remove the panel to
gain access to the crankshaft pulley and
ignition timing marks.
9 Using a spanner, or socket and extension
bar, applied to the crankshaft pulley bolt,
rotate the crankshaft clockwise until the notch
on the crankshaft pulley’s inboard (left-hand)
rim is aligned with the TDC mark on the timing
belt lower cover (see Chapter 1 for details of
ignition timing marks).
10 With the crankshaft in this position, Nos 1
and 4 cylinders are now at TDC, one of them
on the compression stroke. If the distributor
rotor arm is pointing at (the previously-marked)
No 1 terminal, then No 1 cylinder is correctly
positioned. If the rotor arm is pointing at No 4
terminal, rotate the crankshaft one full turn
(360°) clockwise until the arm points at the

marked terminal. No 1 cylinder will then be at
TDC on the compression stroke.
11 Once No 1 cylinder has been positioned
at TDC on the compression stroke, TDC for
any of the other cylinders can then be located
by rotating the crankshaft clockwise 180° at a
time and following the firing order.

5

Cylinder head cover -
removal and refitting

2

Removal

1 Disconnect the battery negative lead.
2 Remove the air cleaner assembly and metal
intake duct.
3 Using a suitable pair of pliers, release the
retaining clip(s) and disconnect the breather
hose(s) from the cylinder head cover (see
illustrations).

K8 engines

4 Undo the bolts securing the HT lead
mounting and air intake support brackets to
the cylinder head cover, then remove the
brackets and position the HT leads clear of
the cover.
5 Remove the two uppermost retaining
screws securing the timing belt upper right-
hand/outer cover to the cylinder head cover,
then slacken the remaining screws and bolts,
as necessary, until the timing belt cover can
be prised clear of the cylinder head cover
without damaging it.
6 Working progressively and in the reverse of
the tightening sequence (see illustration 5.14),

slacken and remove the cylinder head cover
retaining bolts.
7 Remove the cover, peel off the rubber seal
and check it for cuts, other damage or
distortion. Renew the seal if necessary.

K16 engines

8 Undo the two spark plug cover retaining
screws and lift off the cover. Disconnect the
HT leads from the plugs and withdraw them
from the cylinder head, along with the clip
plate and the grommet which is fitted to the
left-hand end of the cylinder head cover.
9 Working progressively and in the reverse of
the tightening sequence (see illustration 5.22),
slacken and remove the cylinder head cover
retaining bolts, noting the correct fitted position
of the air intake duct support bracket.
10 Carefully lift off the cylinder head cover,
taking care not to damage the gasket. Check
that the gasket sealing path is undamaged
and is attached to the gasket all around its
periphery. If the sealing path is undamaged,
then the gasket is re-usable and should
remain in place on the cover until reassembly,
unless its removal is necessary for other
servicing work.

Refitting

K8 engines

11 On reassembly, carefully clean the
cylinder head mating surfaces and the cover
seal’s groove and remove all traces of oil.
12 Seat the seal in its groove in the cover and
refit the bolts, pushing each through the seal,
then apply a smear of silicone-RTV sealant to
each corner of the seal (see illustrations).

2A•6 Engine in-car repair procedures

5.12b  . . . then refit bolts and apply sealant

at locations arrowed - K8 engine

5.12a  Ensure seal is correctly seated in

cylinder head cover groove . . .

5.3b  Disconnecting breather hoses from

cylinder head cover - K16 engine

5.3a  Disconnecting breather hose from

cylinder head cover - K8 engine

1689 Rover 214 & 414 Updated Version 09/97

13 Refit the cover to the cylinder head,
ensuring that the seal remains seated in its
groove. Fit all bolts, finger-tight.
14 Tighten the cylinder head cover bolts in
the sequence shown to the specified torque
wrench setting (see illustration).
15 Refit the timing belt upper right-
hand/outer cover to the cylinder head cover
and tighten all the disturbed screws and bolts
to the specified torque setting.
16 Refit the HT lead mounting clips and air
cleaner intake support brackets to the
cylinder head, then tighten the retaining bolts
to the specified torque. Ensure the HT leads
are correctly routed.
17 Connect the breather hose to the cylinder
head cover and secure it in position with the
retaining clip.
18 Refit the air cleaner housing and
reconnect the battery negative lead.

K16 engines

19 On reassembly, carefully clean the mating
surfaces, removing all traces of oil. If the
gasket has been removed, the oil separator
elements can be cleaned by removing them
from the cover and washing them in solvent.
Use compressed air to blow dry the elements
before refitting them to the cover.
20 If a new gasket is to be fitted, press it onto
the cover locating dowels so that if it were laid
on the camshaft carrier its stamped markings
would be legible. The TOP mark should be
nearest the inlet manifold and the EXH MAN
SIDE mark should have its arrows pointing to
the exhaust manifold (see illustrations).
21 Lower the cover onto the cylinder head,
ensuring that the gasket is not damaged or
displaced. Install the cover retaining bolts, not
forgetting to refit the air intake duct support
bracket to its original position, and tighten
them finger-tight.
22 Working in the sequence shown, tighten
the cylinder head cover retaining bolts to the
specified torque setting (see illustration).
23 Reconnect the HT leads to the spark
plugs, then locate the clip plate and grommet
in the left-hand end of the cylinder head
cover. Ensure the HT leads are correctly
routed then refit the spark plug cover and
tighten its retaining screws to the specified

torque. Tighten the air intake support bracket
screws.
24 Connect both the breather hoses to the
cylinder head cover and secure them in
position with the retaining clips.
25 Refit the air cleaner housing and
reconnect the battery negative lead.

6

Crankshaft pulley - 
removal and refitting

2

Removal

1 Apply the handbrake then jack up the front
of the vehicle and support it on axle stands.
Remove the right-hand roadwheel.
2 From underneath the front of the vehicle,
slacken and remove the three bolts securing
the bumper flange to the body. Remove the
seven bolts securing the front undercover
panel to the body and remove the panel.
3 If necessary, rotate the crankshaft until the
relevant timing marks align.
4 Remove the power steering pump and/or
alternator drivebelt(s) (as applicable).
5 To prevent crankshaft rotation while the
pulley bolt is unscrewed, select top gear and
have an assistant apply the brakes firmly. If
the engine has been removed from the

vehicle, lock the flywheel using the
arrangement shown (see illustration 18.2).
6 Unscrew the pulley bolt, noting the special
washer behind it, then remove the pulley from
the crankshaft.

Refitting

7 Align the crankshaft pulley centre notch
with the locating lug on the crankshaft timing
belt sprocket then refit the washer, ensuring
that its flat surface is facing the pulley. Fit the
retaining bolt (see illustration).
8 Lock the crankshaft by the method used on
removal and tighten the pulley retaining bolt to
the specified torque setting.
9 Refit the power steering pump and/or
alternator drivebelt(s) (as applicable) and
adjust them as described in Chapter 1.
10 Refit the undercover panel and roadwheel
then lower the vehicle to the ground.

7

Timing belt covers - 
removal and refitting

4

Removal

Upper right-hand (outer) cover

1 Slacken the bolt situated at the cover’s
bottom corner, immediately behind the
engine/gearbox unit right-hand mounting
bracket.

Engine in-car repair procedures  2A•7

5.20b  . . . stamped markings would appear

as shown if gasket were placed on

camshaft carrier

5.20a  Fit gasket to cylinder head cover

dowels (arrowed) so that . . .

5.14  Cylinder head cover bolt tightening

sequence - K8 engine

6.7  Ensure notch in crankshaft pulley
centre fits over crankshaft timing belt

sprocket locating lug (arrowed)

5.22  Cylinder head cover bolt tightening

sequence - K16 engine

2A

1689 Rover 214 & 414 Updated Version 09/97

2 Unscrew the remaining cover retaining
bolts and withdraw the cover, noting the
rubber seal fitted to the mounting bracket
edge. Note that if the cover is not slotted at
the bottom corner screw’s location, the screw

will have to be removed fully. If this is the
case, the cover can be slotted to ease future
removal and refitting (see illustrations).

Lower cover

3 Remove the crankshaft pulley.
4 Remove the cover retaining screws,
including the one which also secures the
upper cover’s bottom front corner. Remove
the cover whilst noting the rubber seal fitted to
its mounting bracket edge (see illustration).

Upper left-hand (inner) cover

5 Remove the timing belt.
6 Remove the camshaft sprocket(s) and the
timing belt tensioner.
7 Unscrew the bolt securing the cover to the
coolant pump.
8 On K16 engines, unbolt the engine/gearbox
unit right-hand mounting bracket from the
cylinder block/crankcase.
9 Remove the remaining cover retaining bolts
and withdraw the cover (see illustrations).

Refitting

Upper right-hand (outer) cover

10 Refitting is the reverse of the removal
procedure. Ensure that the seal fits correctly
between the cover and the mounting bracket
and that the cover edges mate correctly with
those of the inner cover and (K8 engines only)
cylinder head cover (see illustration).
11 Tighten the cover fasteners to the
specified torque setting.

Lower cover

12 Refitting is the reverse of the removal
procedure. Ensure that the seal fits correctly
between the cover and the mounting bracket
and tighten the cover fasteners to the
specified torque setting.

Upper left-hand (inner) cover

13 Refitting is the reverse of the removal
procedure. Tighten all disturbed fasteners to
their specified torque wrench settings.

8

Timing belt - removal,
inspection, refitting and
adjustment

4

Removal

1 Disconnect the battery negative lead.
2 To improve access to the timing belt,
remove the expansion tank mounting bolts
then free the coolant hose from any relevant
retaining clips and position the tank clear of
the engine. On models equipped with power-
assisted steering, undo all the power steering
hose retaining clip bolts then slide the fluid
reservoir out of its retaining clip and position it

2A•8 Engine in-car repair procedures

7.10  Ensure timing belt upper right-hand

(outer) cover engages correctly with

cylinder head cover - K8 engine

7.9c  Removing timing belt upper left-hand

(inner) cover - K16 engine

7.9b  Timing belt upper left-hand (inner)

cover fasteners (arrowed) - K16 engine

7.9a  Timing belt upper left-hand (inner)

cover fasteners (arrowed) - K8 engine

7.4  Removing timing belt lower cover

7.2b  Timing belt upper right-hand (outer)

cover fasteners (arrowed) - K16 engine,

raised for clarity

7.2a  Timing belt upper right-hand (outer)

cover fasteners - K8 engine

1

Slacken screw - cover should be slotted

2

Remove fasteners

1689 Rover 214 & 414 Updated Version 09/97

If the timing belt is to be re-
used, use white paint or
similar to mark the direction
of rotation on the belt.

clear of the timing belt covers. Take great care
not to place any undue strain on hoses and
mop up any spilt fluid immediately.
3 Remove the timing belt upper right-hand
(outer) cover.
4 Firmly apply the handbrake then jack up the
front of the vehicle and support it on axle
stands. Remove the right-hand roadwheel
5 From underneath the front of the vehicle,
slacken and remove the three bolts securing
the bumper flange to the body. Remove the
seven bolts securing the front undercover
panel to the body and remove the panel to
gain access to the crankshaft pulley bolt.
6 Using a suitable spanner or socket on the
crankshaft pulley bolt, rotate the crankshaft in
a clockwise direction until the long white-
painted mark on the crankshaft pulley’s
outboard (right-hand) face is aligned with the
single, separate mark on the timing belt lower
cover so that the crankshaft is in the 90°
BTDC position (see Chapter 1 for details of
the pulley/cover marks) (see illustration).
7 Check that the camshaft sprocket mark(s)
align as described in paragraph 15, showing
that Nos 1 and 4 cylinders are at 90° BTDC 
so that there is no risk of the valves contacting
the pistons during dismantling and
reassembly. If the camshaft sprocket mark(s)
are 180° out, rotate the crankshaft through
one complete turn (360°) to align the marks as
described (see illustration).
8 On K16 engines, use the tool described in
Section 9 to lock up the camshaft sprockets

so that they cannot move under valve spring
pressure when the timing belt is removed.
9 Remove the crankshaft sprocket and timing
belt lower cover.
10 Position a trolley jack with a wooden
spacer beneath the sump then gently jack it
up to take the weight of the engine.
11 Slacken and remove the engine/gearbox
unit right-hand mounting through-bolt and nut
and the mounting-to-bracket nuts. Remove
the mounting, along with the two rubber
washers which are fitted on each side of the
mounting. On K8 engines only, unscrew the
retaining bolts securing the bracket to cylinder
block/crankcase and remove it from the
engine unit (see illustration).
12 Slacken both the timing belt tensioner
pulley Allen screw and the tensioner
backplate clamp bolt through half a turn each,
then push the pulley assembly downwards to
remove all the tension from the timing belt.
Hold the tensioner pulley in this position and
re-tighten the backplate clamp bolt securely
(see illustration). 
13 Slip the belt off the sprockets (see
illustration). Do not rotate the crankshaft until
the timing belt has been refitted.

Inspection

14 Check the timing belt carefully for any
signs of uneven wear, splitting or oil
contamination and renew it if there is the
slightest doubt about its condition. If the
engine is undergoing an overhaul and has

covered more than 48 000 miles (80 000 km)
since the original belt was fitted, renew the
belt as a matter of course, regardless of its
apparent condition. If signs of oil
contamination are found, trace the source of
the oil leak and rectify it, then wash down the
engine timing belt area and all related
components to remove all traces of oil.

Refitting

15 On reassembly, thoroughly clean the
timing belt sprockets and check that they are
aligned as follows. It is most important that
these marks are aligned exactly as this sets
valve timing. Note that in this position, Nos 1
and 4 cylinders are at 90° BTDC so that there
is no risk of the valves contacting the pistons
during dismantling and reassembly.
a)

Camshaft sprocket on K8 engine - The EX
line and the mark stamped on the
sprocket rim must be at the front (looking
at the sprocket from the right-hand side
of the vehicle) and aligned exactly with
the cylinder head top surface (see
illustration).

b)

Camshaft sprockets on K16 engine - Both
EXHAUST arrow marks must point to the
rear (looking at the sprockets from the
right-hand side of the vehicle) with the IN
lines and the sprocket rim marks aligned
exactly with the line on the timing belt
upper left-hand/inner cover (representing
the cylinder head top surface). See
illustration 8.7.

Engine in-car repair procedures  2A•9

8.11  Removing engine/gearbox unit right-

hand mounting bracket - K8 engine

8.7  Camshaft sprocket marks (A) aligned

with timing belt upper left-hand (inner)

cover mark (B) - K16 engine

8.6  Crankshaft pulley mark aligned with

timing belt lower cover mark at 90° BTDC

8.15a  Camshaft sprocket marks (A)

aligned with cylinder head top surface (B) -

K8 engine

8.13  Mark direction of rotation of timing

belt before removal

8.12  Timing belt tensioner pulley bolt (A)

and tensioner backplate clamp bolt (B)

2A

1689 Rover 214 & 414 Updated Version 09/97

c)

Crankshaft sprocket - The two dots must
be positioned on each side of the raised
rib on the oil pump body (see
illustration).

16 If a used belt is being refitted, ensure that
the arrow mark made on removal points in the
normal direction of rotation. Fit the timing belt
over the crankshaft and camshaft sprockets,
ensuring that the belt front run (and, on K16
engines, the top run) is taut, ie: all slack is 
on the tensioner pulley side of the belt, then fit
the belt over the coolant pump sprocket and
tensioner pulley. Do not twist the belt sharply
during refitting and ensure that the belt teeth
are correctly seated centrally in the sprockets
and that the timing marks remain in alignment
(see illustration)..
17 Slacken the tensioner backplate clamp
bolt and check that the tensioner pulley
moves to tension the belt. If the tensioner
assembly is not free to move under spring
tension, rectify the fault or the timing belt will
not be correctly tensioned.
18 On K16 engines, remove the camshaft
sprocket locking tool.
19 On K8 engines, refit the engine/gearbox
unit right-hand mounting bracket, tightening
its bolts to the specified torque wrench
setting.
20 On all engines, refit the timing belt lower
cover and the crankshaft pulley.
21 Using a suitable spanner or socket, rotate
the crankshaft two full turns clockwise to
settle and tension the belt. Realign the
crankshaft pulley (90° BTDC) mark and check
that the sprocket timing mark(s) are still
correctly aligned.
22 If all is well, first tighten the tensioner
pulley backplate clamp bolt to the specified
torque, then tighten the tensioner pulley Allen
screw to the specified torque.
23 Reassemble the engine/gearbox unit
right-hand mounting, ensuring that the rubber
washers are correctly located, then tighten
the mounting nuts and bolts to their specified
torque settings. Remove the jack from
underneath the engine unit.
24 Refit the front undercover panel and
roadwheel, then lower the vehicle to the ground.
25 Refit the timing belt upper right-hand
(outer) cover.

26 Where necessary, refit the power steering
fluid reservoir to the mounting bracket and
secure the hydraulic hose clamps in position
with the retaining bolts.
27 Refit the coolant expansion tank and
tighten the mounting bolts securely. Secure
the coolant hose in position with any
necessary retaining clips and reconnect the
battery negative lead.

Adjustment 

28 As the timing belt is a ‘fit-and-forget’ type,
the manufacturer states that tensioning need
only be carried out when a belt is (re)fitted. No

re-tensioning is recommended once a belt
has been fitted and therefore this operation is
not included in the manufacturer’s
maintenance schedule.
29 If the timing belt is thought to be
incorrectly tensioned, then adjust the tension
as described in paragraphs 1 to 7, 17, 21, 22
and 24 to 27 above.
30 If the timing belt has been disturbed,
adjust its tension following the same
procedure, omitting as appropriate the
irrelevant preliminary dismantling/reassembly
steps.

9

Timing belt tensioner and
sprockets - removal,
inspection and refitting

4

Note: This Section describes as individual
operations the removal and refitting of the
components concerned. If more than one

2A•10 Engine in-car repair procedures

9.2a  Timing belt, sprockets and covers - K8 engine

1 Timing belt upper right-

hand (outer) cover

2 Seal
3 Bolt
4 Bolt
5 Bolt
6 Shouldered bolt
7 Timing belt lower cover
8 Seal
9 Seal

10 Bolt
11 Bolt

12 Crankshaft pulley
13 Washer
14 Crankshaft pulley bolt
15 Timing belt tensioner

pulley assembly

16 Tensioner pulley Allen

screw

17 Tensioner backplate

clamp bolt

18 Tensioner pulley spring
19 Sleeve

20 Pillar bolt
21 Timing belt
22 Crankshaft sprocket
23 Camshaft sprocket
24 Camshaft sprocket bolt
25 Washer
26 Timing belt upper left-

hand (inner) cover

27 Bolt - cover to water

pump

28 Bolt

8.16  Refitting timing belt - 

K16 engine

8.15b  Crankshaft sprocket dots (A)

aligned on each side of oil pump raised 

rib (B)

1689 Rover 214 & 414 Updated Version 09/97

If both camshaft sprockets
on K16 engines are to be
removed, it is good practice
to mark them (inlet or

exhaust) so that they can be returned to
their original locations on reassembly.

component needs to be removed at the same
time, start by removing the timing belt, then
remove each component as described below
whilst ignoring the preliminary dismantling
steps.

Removal

1 Disconnect the battery negative lead.
2 To improve access to the timing belt
components (see illustrations), remove the
expansion tank mounting bolts then free the
coolant hose from any relevant retaining clips
and position the tank clear of the engine. On
models equipped with power-assisted
steering, undo all the power steering hose
retaining clip bolts then slide the fluid

reservoir out of its retaining clip and position it
clear of the timing belt covers. Take great care
not to place any undue strain on hoses and
mop up any spilt fluid immediately.
3 Remove the timing belt upper right-hand
(outer) cover.
4 Apply the handbrake then jack up the front
of the vehicle and support it on axle stands.
Remove the right-hand roadwheel.
5 From underneath the front of the vehicle,
slacken and remove the three bolts securing
the bumper flange to the body. Remove the
seven bolts securing the front undercover
panel to the body and remove the panel.
6 Using a suitable spanner or socket on the
crankshaft pulley bolt, rotate the crankshaft in

a clockwise direction until the long white-
painted mark on the crankshaft pulley’s
outboard (right-hand) face is aligned with the
single, separate mark on the timing belt lower
cover so that the crankshaft is in the 90°
BTDC position (see Chapter 1 for details of
the pulley/cover marks).
7 Check that the camshaft sprocket mark(s)
align as described in Section 8, paragraph 15
then proceed as described under the relevant
sub-heading.

Camshaft sprocket(s)

8 Slacken through half a turn each, the timing
belt tensioner pulley Allen screw and the
tensioner backplate clamp bolt. Push the
pulley assembly down to release all tension
from the timing belt, then re-tighten the
backplate clamp bolt securely.
9 Remove the belt from the camshaft
sprocket(s), taking care not to twist it too
sharply. Use fingers only to handle the belt.
Do not rotate the crankshaft until the timing
belt is refitted.
10 On K8 engines, slacken the camshaft
sprocket retaining bolt and remove it, along
with its washer. To prevent the camshaft from
rotating, use Rover service tool 18G 1521 to
retain the sprocket. If the tool is not available,
then an acceptable substitute can be
fabricated from two lengths of steel strip (one
long, the other short) and three nuts and bolts.
One nut and bolt should form the pivot of a
forked tool with the remaining two nuts and
bolts at the tips of the forks to engage with
the sprocket spokes, as shown in illus-
tration 9.23a.
11 On K16 engines, unscrew the appropriate
camshaft sprocket retaining bolt and remove it,
along with its washer. To prevent a camshaft
from rotating, lock together both sprockets
using Rover service tool 18G 1570. This tool is
a metal sprag shaped on both sides to fit 
the sprocket teeth and is inserted between the
sprockets. If the tool is not available, then an
acceptable substitute can be cut from a length
of square-section steel tube or similar to fit as
closely as possible around the sprocket
spokes (see illustrations).
12 On all engines, remove the sprocket(s)
from the camshaft end(s), noting the locating
roll pin(s) (see illustration). If a roll pin is a

Engine in-car repair procedures  2A•11

9.12  Removing camshaft sprocket (roll pin

arrowed) - K8 engine

9.11b  . . . to fit sprocket spokes as closely

as possible - K16 engine

9.11a  Camshaft locking tool cut from steel

section . . .

2A

1689 Rover 214 & 414 Updated Version 09/97

9.2b  Timing belt, sprockets and covers - K16 engine

1

Timing belt upper right-
hand (outer) cover

2

Bolt

3

Seal

4

Bolt

5

Timing belt lower cover

6

Seal

7

Bolt

8

Bolt

9

Crankshaft pulley

10 Washer
11 Crankshaft pulley bolt
12 Timing belt
13 Camshaft sprockets
14 Bolt
15 Washer
16 Timing belt tensioner

pulley assembly

17 Tensioner pulley Allen

screw

18 Tensioner pulley spring
19 Sleeve
20 Pillar bolt
21 Tensioner backplate

clamp bolt

22 Crankshaft sprocket
23 Timing belt upper left-

hand (inner) cover

24 Bolt

loose fit in the camshaft end, remove it and
store it with the sprocket for safe-keeping.

Crankshaft sprocket

13 On K16 engines, use the tool described in
paragraph 11 to lock together the camshaft
sprockets so that they cannot move under
valve spring pressure when the timing belt is
removed.
14 Remove the crankshaft pulley and timing
belt lower cover.
15 Slacken through half a turn each the
timing belt tensioner pulley Allen screw and
the tensioner backplate clamp bolt, push the
pulley assembly down to release all the
tension from the timing belt, then re-tighten
the backplate clamp bolt securely.
16 Work the belt clear of the crankshaft
sprocket, taking care not to twist it too
sharply. Use fingers only to handle the belt.
Do not rotate the crankshaft until the timing
belt is refitted.
17 Remove the sprocket from the crankshaft.

Tensioner assembly

18 On K16 engines, use the tool described in
paragraph 11 to lock together the camshaft
sprockets so that they cannot move under
valve spring pressure when the timing belt is
removed.
19 Using a suitable pair of pliers, unhook the
tensioner spring from the pillar bolt. Unscrew
the tensioner pulley Allen screw and the
tensioner backplate clamp bolt then withdraw
the tensioner assembly from the engine unit.
Do not rotate the crankshaft until the timing
belt is re-tensioned.

Inspection

20 Clean thoroughly the camshaft/crankshaft
sprockets and renew any that show signs of
wear, damage or cracks.
21 Clean the tensioner assembly but do not
use any strong solvent which may enter the
pulley bearing. Check that the pulley rotates
freely on the backplate, with no sign of
stiffness or of free play. Renew the assembly
if there is any doubt about its condition or if

there are any obvious signs of wear or
damage. The same applies to the tensioner
spring, which should be checked with great
care as its condition is critical for the correct
tensioning of the timing belt.

Refitting

Camshaft sprocket(s)

22 If removed, refit the roll pin to the
camshaft end, ensuring that its split is facing
the centre of the camshaft, then refit the
sprocket so that the timing marks are facing
outwards (to the right). On K16 engines,
ensure that the appropriate sprocket keyway
engages with the camshaft locating pin (ie: if
refitting the inlet camshaft sprocket, engage
its IN keyway with the roll pin and so on) then
refit the sprocket retaining bolt and washer
(see illustration). Where necessary, repeat
the procedure for the second sprocket.
23 Prevent the sprocket(s) from rotating by
using the method employed on removal, then
tighten the sprocket retaining bolt(s) to the
specified torque setting. Check that the
sprocket timing marks align as described in
Section 8, paragraph 15 (see illustrations).
24 Fit the timing belt over the camshaft
sprockets, ensuring that the belt front run
(and, on K16 engines, the top run) is taut, that
is, all slack is on the tensioner pulley side of
the belt. Do not twist the belt sharply while
refitting it and ensure that the belt teeth are
correctly seated centrally in the sprockets and
that the timing marks remain in alignment.
25 Slacken the tensioner backplate clamp
bolt and check that the tensioner pulley
moves to tension the belt. If the tensioner
assembly is not free to move under spring
tension, rectify the fault or the timing belt will
not be correctly tensioned.
26 On K16 engines, remove the camshaft
sprocket locking tool.
27 Using a suitable spanner or socket, rotate
the crankshaft two full turns clockwise to
settle and tension the belt. Realign the
crankshaft pulley (90° BTDC) mark and check
that the sprocket timing mark(s) are still
correctly aligned.

28 If all is well, first tighten the tensioner
pulley backplate clamp bolt to the specified
torque, then tighten the tensioner pulley Allen
screw to the specified torque.
29 Refit the front undercover panel and
roadwheel, then lower the vehicle to the
ground.
30 Refit the timing belt upper right-hand
(outer) cover.
31 Where necessary, refit the power steering
fluid reservoir to the mounting bracket and
secure the hydraulic hose clamps in position
with the retaining bolts.
32 Refit the coolant expansion tank and
tighten the mounting bolts securely. Secure
the coolant hose in position with any
necessary retaining clips and reconnect the
battery negative lead.

Crankshaft sprocket

33 Refit the sprocket to the crankshaft so
that it locates correctly on the crankshaft’s
flattened section, noting that the sprocket
flange must be innermost so that the two
timing marks are on the outside (right-hand
side) of the sprocket. Check that the sprocket
timing marks align as described in Section 8,
paragraph 15.
34 Fit the timing belt over the crankshaft
sprocket, ensuring that the belt front run (and,
on K16 engines, the top run) is taut, that is, all
slack is on the tensioner pulley side of the
belt. Do not twist the belt sharply 
while refitting it and ensure that the belt teeth
are correctly seated centrally in the 
sprockets and that the timing marks remain in
alignment.
35 Slacken the tensioner backplate clamp
bolt and check that the tensioner pulley
moves to tension the belt. If the tensioner
assembly is not free to move under spring
tension, rectify the fault or the timing belt will
not be correctly tensioned.
36 On K16 engines, remove the camshaft
sprocket locking tool.
37 Refit the lower timing belt cover and the
crankshaft pulley.
38 Carry out the operations described in
paragraphs 27 to 32.

2A•12 Engine in-car repair procedures

9.23b  Locking camshafts in position with

fabricated tool - K16 engine

9.23a  Using fabricated tool to hold

camshaft pulley in position - K8 engine

9.22  Camshaft sprockets have two

keyways. Engage EX keyway with exhaust

camshaft roll pin and IN keyway with inlet

camshaft roll pin - K16 engine

1689 Rover 214 & 414 Updated Version 09/97

Tensioner pulley

39 Refit the tensioner pulley assembly and
tighten the pulley Allen screw and the
backplate clamp bolt lightly. Hook the
tensioner spring over the pillar bolt and check
that the tensioner is free to move under spring
tension and that the pulley bears correctly
against the timing belt (see illustration).
40 On K16 engines, remove the camshaft
sprocket locking tool.
41 Carry out the operations described above
in paragraphs 27 to 32.

10 Camshaft oil seals - renewal

4

Note: If a right-hand oil seal is to be renewed
with the timing belt still in place, then check
that the belt is free from oil contamination.
Renew the belt if signs of oil contamination
are found. Cover the belt to protect it from
contamination while work is in progress and
ensure that all traces of oil are removed from
the area before the belt is refitted.

Right-hand seal(s)

1 Remove the camshaft sprocket(s).
2 Punch or drill two small holes opposite
each other in the oil seal. Screw a self-tapping
screw into each and pull on the screws with
pliers to extract the seal.
3 Clean the seal housing and polish off any
burrs or raised edges which may have caused
the seal to fail in the first place.
4 Lubricate the lips of the new seal with clean
engine oil and drive it into position until it
seats on its locating shoulder. Use a suitable
tubular drift, such as a socket, which bears
only on the hard outer edge of the seal (see
illustration). Take care not to damage the
seal lips during fitting and note that the seal
lips should face inwards.
5 Refit the camshaft sprocket(s).

Left-hand seals - K16 engines

6 Disconnect the battery negative lead.
7 To reach the inlet camshaft seal, remove
the distributor.
8 To reach the exhaust camshaft seal,

unfasten the rubber strap securing the air
intake duct to its support bracket, disconnect
the vacuum pipe from the air temperature
control valve and unclip the pipe from the
support bracket. Undo the bracket’s retaining
bolts and remove the bracket from the
cylinder head (see illustration).
9 Remove the old seal and install the new one
as described above in paragraphs 2 to 4.
10 On the inlet camshaft, refit the distributor.
11 On the exhaust camshaft, refit the air
intake duct support bracket, tightening its
screws to the specified torque wrench setting.
Reconnect and secure the air temperature
control valve vacuum pipe and refit the rubber
strap to secure the air intake duct.
12 Connect the battery negative lead.

11 Camshafts and hydraulic

tappets - removal, inspection
and refitting

4

Note: Prior to removing the camshaft(s), obtain
Rover sealant kit LVV 10002 which also
contains a plastic scraper. Read the
instructions supplied with the kit and take care
not to allow the sealant to contact the fingers,
as it will bond the skin. If difficulty is
experienced with the removal of hardened
sealant from mating surfaces, it will be
necessary to use a foam action gasket remover.

Removal

K8 engines

1 Remove the cylinder head cover (see
illustration 11.0a overleaf).
2 Remove the distributor.
3 Remove the camshaft sprocket.

4 Carefully prise the oil feed tube away from
the camshaft bearing caps and remove it 
from the head assembly. Remove the 
O-rings from the oil rail and discard them. 
The O-rings must be renewed whenever they
are disturbed.
5 The camshaft right and left-hand end
bearing caps are noticeably different and
cannot be confused. The intermediate bearing
caps (which are all similar) are marked by the
manufacturer with a number (1, 2, 3, or 4)
stamped in the boss next to the oil feed hole.
Before unbolting any of the caps, make
written notes to ensure that each can be
easily identified and refitted in its original
location.
6 Working in the reverse of the tightening
sequence (see illustration 11.29), slacken the
camshaft bearing cap bolts progressively, by
one turn at a time. Work only as described to
release the pressure of the valve springs on
the bearing caps gradually and evenly.
7 Withdraw the bearing caps, noting the
presence of the locating dowels on the end
caps, then remove the camshaft and withdraw
the oil seal.
8 Obtain eight small, clean plastic containers,
number them 1 to 8, and then fill them with
clean engine oil. Using a rubber sucker,
withdraw each hydraulic tappet in turn (see
illustration), and place it in its respective
container, to prevent oil loss. Do not
interchange the hydraulic tappets or the rate
of wear will be much increased and do not
allow them to lose oil or they will take a long

Engine in-car repair procedures  2A•13

10.8  Remove air intake duct support

bracket to reach exhaust camshaft left-

hand oil seal - K16 engine

10.4  Fitting a new camshaft right-hand oil

seal - K16 engine

9.39  Ensure timing belt tensioner spring is

correctly hooked onto pillar bolt

2A

1689 Rover 214 & 414 Updated Version 09/97

If faulty tappets are
diagnosed and the engine’s
service history is unknown,
it is always worth trying the

effect of renewing the engine oil and
filter (using only good quality engine oil
of the recommended viscosity and
specification) before going to the
expense of renewing any of the
tappets. 

11.8  Use a valve-grinding sucker to

extract hydraulic tappets

2A•14 Engine in-car repair procedures

1689 Rover 214 & 414 Updated Version 09/97

11.0a  Top end components - K8 engine

11.0b  Top end components - K16 engine

1 Cylinder head cover
2 Seal
3 Engine oil filler cap
4 Seal
5 Bolt
6 HT lead retaining clip

bracket

7 Screw
8 HT lead retaining clip
9 HT lead retaining clip

10 HT lead retaining clip

bracket

11 Air intake duct support

bracket

12 Fastener insert
13 Bolt
14 Oil seal
15 Roll pin
16 Camshaft
17 Camshaft right-hand

bearing cap*

18 Dowel
19 Bolt
20 Camshaft intermediate

bearing cap*

21 Bolt
22 Camshaft left-hand

bearing cap*

23 Oil feed tube
24 O-ring
25 Cylinder head bolt
26 Cylinder head
27 Cylinder head gasket
28 Hydraulic tappet
29 Split collets
30 Spring retainer
31 Valve spring
32 Valve stem seal/ spring

lower seat

33 Valve guide
34 Inlet valve
35 Valve seat insert
36 Exhaust valve
37 Valve seat insert
38 Gasket
39 Coolant outlet elbow
40 Bolt
41 Coolant temperature

gauge sender unit

42 Spark plug

* Note: Camshaft bearing
caps shown for reference
only - not available
separately from cylinder
head

1 Spark plug cover
2 Screw
3 Retaining washer
4 Engine oil filler cap
5 Seal
6 Spark plug
7 Pillar bolt
8 HT lead grommet
9 HT lead clip plate

10 Bolt
11 Cylinder head cover
12 Gasket
13 Camshaft carrier*
14 Bolt
15 Cylinder head bolt
16 Inlet camshaft
17 Exhaust camshaft
18 Roll pin
19 Rotor arm drive

spindle

20 Oil seal
21 Hydraulic tappet
22 Split collets
23 Spring retainer

24 Valve spring
25 Valve stem seal/spring

lower seat

26 Cylinder head
27 Dowel
28 Cylinder head gasket
29 Valve guide
30 Inlet valves
31 Valve seat insert
32 Exhaust valves
33 Valve seat insert
34 Air intake duct support

bracket

35 Bolt
36 Gasket
37 Coolant outlet elbow
38 Bolt
39 Coolant temperature

gauge sender unit

* Note: Camshaft carrier
shown for reference only -
not available separately
from cylinder head

time to refill with oil on restarting the engine,
resulting in incorrect valve clearances.

K16 engines

9 Remove both camshaft sprockets, then
unscrew the inner cover’s upper retaining
bolts so that the cover can be pulled away
from the cylinder head just far enough for
adequate working clearance. Take care not to
distort or damage the cover or the timing belt
(see illustration).
10 Remove the cylinder head cover (see
illustration 11.0b).
11 Remove the distributor.
12 Unclip the air temperature control valve
vacuum pipe from the air intake duct support
bracket, then unbolt the bracket from the
cylinder head.
13 Working in the reverse of the tightening
sequence (see illustration 11.36), evenly and
progressively slacken the camshaft carrier
bolts by one turn at a time. Once all valve
spring pressure has been relieved, remove the
bolts.
14 Withdraw the camshaft carrier, noting the
presence of the locating dowels, then remove
the camshafts and slide off the oil seals. The
inlet camshaft can be identified by the
distributor rotor arm drive spindle (or its
location), therefore there is no need to mark
the camshafts.
15 Obtain sixteen small, clean plastic
containers, number them 1 to 16, and then fill
them with clean engine oil. Using a rubber

sucker, withdraw each hydraulic tappet in turn
(see illustration 11.8), and place it in its
respective container, to prevent oil loss. Do
not interchange the hydraulic tappets or the
rate of wear will be much increased and do
not allow them to lose oil or they will take a
long time to refill with oil on restarting the
engine, resulting in incorrect valve clearances.

Inspection

16 Check each hydraulic tappet for signs of
obvious wear (scoring, pitting, etc) and for
ovality. Renew if necessary.
17 If the engine’s valve clearances have
sounded noisy, particularly if the noise
persists after initial start-up from cold, then
there is reason to suspect a faulty hydraulic
tappet. Only a good mechanic experienced in
these engines can tell whether the noise level
is typical, or if renewal is warranted of one or
more of the tappets.
18 If any tappet’s operation is faulty, then it
must be renewed.
19 Carefully remove all traces of old sealant
from the mating surfaces of the bearing caps
or camshaft carrier and cylinder head by using
a plastic scraper. Examine the camshaft
bearing journals and the cylinder head bearing
surfaces for signs of obvious wear or pitting. If
any such signs are evident, renew the
component concerned.
20 To check the bearing journal running
clearance, remove the hydraulic tappets,
carefully clean the bearing surfaces and refit
the camshaft(s) and carrier/bearing caps with a
strand of Plastigauge across each journal.
Tighten the carrier/bearing cap bolts to the
specified torque wrench setting whilst taking
great care not to rotate the camshaft(s), then
remove the carrier/bearing caps and use the
scale provided with the Plastigauge kit to
measure the width of each compressed strand.
21 If the running clearance of any bearing is
found to be worn to the specified service limit
or beyond, fit a new camshaft and repeat the
check. If the clearance is still excessive, then
the cylinder head must be renewed.
22 To check camshaft endfloat, remove the
hydraulic tappets, carefully clean the bearing
surfaces and refit the camshaft(s) and
carrier/bearing caps. Tighten to the specified

torque wrench setting the carrier/bearing cap
bolts, then measure the endfloat using a Dial
Test Indicator (DTI) or dial gauge mounted on
the cylinder head so that its tip bears on the
camshaft right-hand end.
23 Tap the camshaft fully towards the gauge,
zero the gauge, then tap the camshaft fully
away from the gauge and note the gauge
reading. If the endfloat measured is found to
be worn to the specified service limit or
beyond, fit a new camshaft and repeat the
check. If the clearance is still excessive, then
the cylinder head must be renewed.
24 The camshaft itself should show no signs of
marks, pitting or scoring on the lobe surfaces. If
such marks are evident, renew the camshaft.
25 If a camshaft is renewed, extract the roll
pin from the old one and fit the pin to the new
camshaft with its split towards the camshaft’s
centre.

Refitting

K8 engines

26 Liberally oil the cylinder head hydraulic
tappet bores and the tappets (see
illustration). Note that if new tappets are
being fitted, they must be charged with clean
engine oil before installation. Carefully refit the
tappets to the cylinder head, ensuring that
each tappet is refitted to its original bore and is
the correct way up. Some care will be required
to enter the tappets squarely into their bores.
27 Liberally oil the camshaft bearings and
lobes then refit the camshaft. Position the
shaft so that its No 1 cylinder lobes are
pointing away from their valves and the roll
pin in the camshaft’s right-hand end is in the 
4 o’clock position when viewed from the right-
hand end of the engine (see illustration).
28 Ensure that the locating dowels are
pressed firmly into their recesses. Check that
the mating surfaces are completely clean,
unmarked and free from oil, then apply a thin
bead of special Rover sealant to the mating
surfaces of the front and rear bearing caps as
shown  (see illustration 11.29). Carefully
follow the instructions supplied with the
sealant kit. Refit the bearing caps, using the
notes made on removal, to ensure that each is
installed correctly and in its original location
(see illustration).

Engine in-car repair procedures  2A•15

11.28  Apply sealant (arrowed) and fit

camshaft bearing caps - K8 engine

11.27  Camshaft roll pin location at TDC

position (for refitting camshaft bearing

caps) - K8 engine

11.26  Lubricate hydraulic tappets

thoroughly and refit correct way up - 

K8 engine

2A

1689 Rover 214 & 414 Updated Version 09/97

11.9  Secure partly-removed timing belt

upper left-hand (inner) cover clear of

cylinder head - K16 engine