head gasket videos
Watch Jim as he gives an overview of the Land Rover head gasket components. Jim explains how to know if you have blown a head gasket on your Land Rover, and also provides useful tips on how to repair a leaky head gasket to get your engine back running efficiently.
Did you blow a head gasket?Overview of Head Gasket Kits and Head Bolt Kits for Land Rover and Range RoversHi, it's Jim. I do the technical support here at Atlantic British. This morning we thought we'd have a little discussion on head gaskets. What can go wrong with them. Where they fail. Sitting here on our bench I've got a head that came off a Land Rover V8 engine. This pertains to 1987 up to about 2004. Usually when head gaskets go, they fail in this area here, which is the water jacket. I've also seen them fail right here on combustion chamber, it actually leaks exhaust out the sides. Sounds like a leaky exhaust pipe, but it is usually a failed head gasket. Early on, up to about 1994, the head gasket was just a shim type metal gasket. Around 1994 Land Rover decided that the better seal was this new style composite head gasket. With this gasket, it takes special head bolts. They're what they call a stretch or angle torque head bolt. They have to be replaced every time you do the gasket, because they get torqued special. First you just tighten them up to about 15 pounds, and then you twist them 90 degrees and then another 90 degrees. The bolt actually acts like a little spring when the engine expands and contracts. The composite head gasket, if you get a good quality like we sell here at Atlantic British, I believe the brand is Elring, they're always marked with the word top, so you know where to put it on the car. If you can't find the top, usually this red sealer is facing you, and you put the head down on top of it. To find out if you have a head gasket problem, the obvious thing is you're going to see water dripping underneath your truck. What you need to do is get somebody to pressure test it, see where it is coming out. Like I said, the usually area are the ends of the head. Another way they can fail is you'll get combustion getting into the cooling system and it builds too much pressure. You need special test equipment - there is a dye you can put in a sample of the cooling that will actually change colors. If you have all that problem going on, it's a pretty complicated repair. You have to be a very good do-it-yourselfer with a lot of tools, or it may be better just to take it to someone who has done it before. At Atlantic British we carry all the parts you need to do a head gasket job. Shown here on the bench is one of our complete engine kits. In the kit you get the head gaskets, which come in a sealed envelope, a lot of miscellaneous seals for the intake manifold, this is the valley gasket, these are the valve cover gaskets. Also don't forget you need to buy the bolts. I believe we stock a complete kit with the gaskets and the bolts. Also included with the gasket, you get this little piece of paper that shows you the correct procedure to tighten up the head. If you don't follow this procedure it won't seal right, or you can actually warp the head and the gasket will fail in short order. You can order your parts here at Atlantic British either on RoverParts.com or give us a call at 1-800-533-2210. Our sales staff has handled this situation many times. They know exactly what you need, they know exactly what's going on. Another point, I don't know is other companies do this, when you do order online your order actually gets checked by a real person. They'll look and see what you're ordering, what you've ordered and what you need, and if there is a question about it we'll actually call you and say, We saw you order this. You may need something else besides what you're doing. That's just part of the full service we do here at Atlantic British. Check out your head gasket, and maybe take it to a pro and get it fixed.
Watch Jim explain what is included in the Head Gasket Set that fits most Land Rovers and Range Rovers.
Head Gasket Set What Is Included in the Head Gasket Set (STC4082BK)Hi. It's Jim at Atlantic British. I take care of the technical support here. We're going to take a look at our head gasket replacement kit you can buy here. There's been some confusion. There's more stuff in this kit than you actually need for a Land Rover. It's because the Land Rover V8 is installed in other cars in the UK. Could be in a Rover car. First thing you are going to see is, we have the head gasket in here. This is pretty obvious it's the head gasket. That's why youre going in there. It actually has little instructions in here on how to install it. The next two gaskets are your valve cover gaskets. In the kit you are going to find metal gaskets for the exhaust manifold to the head. Also included in the kit, if your car has a normal thermostat, there's a thermostat gasket in here. If you have a Disco 2 or later model Range Rover you probably won't be using this. Also there's what they call the valley cover gasket. This is the intake manifold gasket. Here's the tin gasket and the two rubber end seals. We move over here to the other side - you may recognize my old Rover - also in the kit, these blue seals, they look just like this, are the valve seals for your intake and exhaust valves. There should be 16 of these in here. Also in the kit, there should be 16 of these rubber O rings. This is for the upper and lower part of the fuel injectors, if you take them out. Now for the confusing part. In this bag, there's like these seals. I'm not quite sure what these fit. It could be a truck or car with a carburetor. Also, this 1 gasket I can tell you, if you got an older Rover is for the throttle pot on the throttle opening. Other gaskets they could be for throttle heaters on some other cars. Like I said, they put these in here. They just don't our versions. As you can see, in the bag there's quite a few. So, my recommendation when you're using this kit: get your car apart; take the seal out you're looking; and see if you can match it up in the kit. If you don't find it in the kit, I'm sure we stock it. So, that's our head gasket kit. This is the one where you have to replace the head bolts too because this is what they call a compression style gasket. You can get your gasket here at RoveParts.com or call us at 1-800-533-2210. Talk to our sales staff. They can give you the gaskets you need to complete the job or just sell you this head gasket set.
Our Land Rover Master Technician, as he takes You step-by-step, in the replacement of the head gaskets on Our 2000 Discovery Series II with V8 BOSCH engine. We use our kit # STC4082BKA which includes the head gasket set plus a set of head bolts. This is part 2 of 2 videos focusing on this topic. Part 1 shows the teardown and part 2 is the re-installation. We also cover replacement of the Discovery Series II short block engine.
all right so you've seen us tear this down now we're gonna go over the things that we need to do before we start assembling the heads as you can see we have everything here and let's start putting it together so now we're at the point now we want to assemble the heads before we set them up on the block so just for a breakdown this is basically what you're gonna be assembling here we'll start with the head assembly itself the things you want to check obviously are for a clean straight surface for the valve cover for the exhaust and then most importantly for the head to block connection and you can see we have this all cleaned up now what we did too is we had put a straight edge on this and we can and you can actually get them out of an any automotive center someone will even loan them to you but these straight edges are accurate to within a half a thousandth of an inch and you want to do a crisscross pattern and then a straight up pattern and you want to basically look for any spots where you could see light if you hold a flashlight behind it and what that does it tells you that at that point then the head would need to be reground this one was in good shape and the bottom line is you don't want to have to have it surfaced if you don't need to reason being is if it had already been surfaced and was with inspection you have it cut again when you cut these and you cut too much off of them it because of the V pattern on the block it draws the heads closer together so what happens then is you may be able to give all the heads down but when you put the lower intake manifold on all holes aren't going to line up they're now closer together and not where they should be in regard to the manifold so keep that in mind if you like you can actually go on some of the forms that are out there you can download a program called rave Rav II and that has the overhaul manual which will give you a lot of the specs for how far you can cut the heads your torque specs for all your bolts and some some of your assembly run down beside our video so all that information makes this a little bit easier so again in this hope we we check the surface we look there surfaces are good our bracket is on now this is the driver's side head we want to make sure your ground strap is on now one thing we want to check is the oil delivery holes that run oil up to the rockers okay the way they're mounted on top and you'll see you got basically a small hole here this is a 5/32 drill bit we're just going to run that down we want to make sure that one is nice and clear that looks good and this one we can feel some drag and sure enough we've got some sticky mung in there so we're gonna do is take some break clean and blow that out on the same token the coinciding openings in the rocker arms you have your oil delivery holes feed a small chamber on the bottom of the rocker and as you can see there we get some buildup actually quite a bit and that can also cause a lowering of the oil pressure to the rockers so we want to make sure that's open and clean so we're going to clean those out we're gonna make sure those are open and then the next step would be to get the exhaust manifold bolted on so you know which manifold it is on your left side head of the two manifolds the single bolt that single bolt will always point towards the front of the engine so when you set the manifold on place if that's up front this is the correct manifold now we're going to show you something else in regard to the exhaust manifold gaskets proper positioning would be like so nope sorry like so reason being is this cross piece here that connects the two ports is below the spark plug and the head bolt now as you can see these can be mounted upside down and should you make that mistake you are now blocking off access to the head bolt and to the spark plug so when you put these gaskets on it should look like this with that cross piece laying on the bottom and then the front would be exactly the same so from there then we're gonna put the exhaust manifold bolts on don't forget that you have spacers on these bolts I've had this in this little little tray soaking and penetrating oil just to get them lubed up so these are gonna be a 12 millimeter 12-point don't forget to make sure you put your spacer so it's going to be your gasket your manifold and your spacer and then we'll lock those down good and tight and then spark plugs now we find the champions seem to run the best in these four all four six engines especially with the Bosch so you're going to set your gap which is also in the the the rave I believe these are 35 to 42 usually some at about 35 because as they where they'll stay within the specifications now is a good time to install them because it's right here in front of you you can lock them down you don't want to make them too tight because basically you've got the aluminum heads you don't want to over tighten the plugs then you're going to take a lot of torque just want to make sure you snug them in and then last but not least and I always replace the studs you'll see on the manifold that you're missing your three studs that go down through the catalytic converters reason being for that in many cases by the time you're doing an engine job on this the threads are pretty well worn off you might have even had to heat them up taking it out now these are set so that you have two different length threads the shorter end is going to go into the manifold leaving the extended area and the barrel extended out so we're going to just replace all those and it's the same thing if you have a stud puller a lock on that'll do a good job if not you can take a pair of needle nose vise grip and grab the barrel don't grab the threads spin that on and so essentially you don't see any more threads on a short and then you know it's fully seated and that's pretty much it so that at this point now once we get everything cleaned off and together we've ready to put the head on the engine all right so here's our heads completed and put together exhaust manifold spark plugs the rockers are on but loose because they're gonna come back off again e-way what do we get the heads on but they're they're they're cysts in sending the heads in place and you'll see why in a few minutes the other thing I want to mention here's your head gasket you can see that on one side they apply some red sealer and what you're gonna look for is that word top so that means that when you set this in place this is the top side this is what's going to be facing the head and again you can also recognize that by the rent sealer you see that red sealer you should be seeing that when you place it on the floor now you also have a couple locating pins on the block so you'd be able to actually set the head gasket and it'll stay in place when we lower the head on it all right so you see what I've done basically just run to rags underneath the rockers so that when they loop them under and come back up I have a good handle and threads the bolts are in you know a good 5 or 6 threads you want them in there a little bit you want to make sure this doesn't come loose second thing you want to mention always put a fennec cover on because there's a good chance you can end up popping into this you don't want to hit the fender you don't want to cause it dead just something else to work on later down the line so we're gonna do then is just simply lift up on the head I can lower it down in set it in place I only need to move it a little bit and it should pop right on you have two locating pins on the block itself one here and one in the back and it's going to hold the head gasket in place as well so everything will be lined right up and then we can put some head bolts in and get things torqued in so we got the head in place the pins will hold that it's not going to go anywhere taking the rockers back off you just back off the four bolts set that to the side because it will eventually go back on we got to put the lifters and the push rods in so you'll notice that we if you notice when you pulled it apart you had three long head bolts in the top Center and then the rest the remaining seven are the shorter bolts and there's your difference in length so we're going to put one of the long bolts in the top on the short bolt in the bottom in the center and then we'll just think we're gonna run the bus to the bolts install them and then just run them down so they're just touching when they're just touching the head and then from that point we're gonna well torque them up according to specs now specs on these we're going to be tightening them all to 15 foot-pounds and then you're going to turn each one 90 degrees with a breaker bar and then wait about 10 15 minutes and then an additional 90 degrees now being on this case we're starting with the new blocks we've got nice clean threads in the block for the head bolts they had this should this be a youth block or and you're doing just the head gaskets you want to make sure you run a thread chaser down each one of those holes you want to get it all corrosion dirt anything out of those sometimes it's even best if you have access to compress there shoot a little solvent down in each hole and blow it out with the air holding a rag over it so obviously you don't get in your face and from that point this way you won't always want to start with clean threads it's also recommended that before you run each head bolt in what we're going to do is keep a little bit of oil then we're just going to simply dip the end in those head bolts before we install them and this way you'll end up with a much better torque rating you're not fighting against any dirt or any buildup in those threads they're gonna thread in nice and easy so once we get those to win and it's essentially same procedure for the rest of the rest of the head bolts we're just going to run them in so they just touching the head so now we get the head bolts snugged in what we're gonna do that before we torque up now I want to just run this by anytime you put a head or a manifold or or even a pan like a pan gasket or a transmission pan anytime you tighten up something like that you always start from the center so you can do either top or bottom doesn't matter but you start in the center and then you simply work across and then in a outward spiral in other words so we do the bottom Center top Center then we can go to the left do top and bottom we're gonna go over to the other side bottom and then top and then around the top to bottom bottom the top and that's the best way to torque up ahead what that does is reduces Distortion you get a better lock down on it and then believe it or not make for a better job when you've done this once I'm going to wait a minute or two and then go around one more time just to make sure they're all evenly torqued all right so should have mentioned earlier the head to these bolts are 5/8 which is basically the same thing as a spark plug socket so I've used the swivel spark plug socket to run them in especially in those back corners it works very well but now that we're going to go to the 90 degree twist you're going to be getting into a much higher torque so we're going to step up to 1/2 inch drive 24-inch break a bar with a 5/8 socket on the end so we'll start in the middle and we'll go exactly 90 degrees and you can plus or minus 10 degrees it doesn't have to be absolutely perfect there are gauges out there that are available that you can actually install before you put the bolt on or socket on and it will show you at 90 degrees but 90 degrees is pretty much just a straight angle so what we'll do see like in this case really can't get a good bite on anything where it's gonna be easy to figure out 90 there we go alright so essentially here's 0 so 90 degrees is you're gonna run into where the bar should end up actually just about perpendicular to the block and we're essentially just gonna do the same thing all the way around the same thing we're gonna figure about where ninety degrees is languages right up against the farm all right then just to make it easier because the hardest ball to get ad through this whole operation is this back head bolt because we actually have to turn it to a specific torque so we've got a five base deep 1/2 inch drive socket swivel socket so this way we can get in at an angle and we'll essentially going to set it up so that it will not only drop on but set the square in an accessible point and then we can figure out 90 degrees from there so at this stage of the game this is when it gets a little tough because now we're going to do the final 90 we've waited about 10 15 minutes we let things settle in on the first torque now with the additional 90 this is gonna bring you up to over one hundred foot-pounds of torque on an average so what you may need to do when it gets real tight and a cheater bar on to this we're going to see if we can go the full 90 without having to add it in this case I think what we're going to do is because 90 is gonna put us past the firewall we're gonna go 45 and then pull this back and reset it and do the additional 45 so that's essentially the procedure for installing ahead and torquing down on their head gaskets now we're just going to do passenger's side exact same process as we did on the driver's side so next step is gonna be to install the push rods in the rockers now what he did was we cleaned up these push rods you want to put them on a nice smooth surface you want to roll them just to make sure nothing is bent you also want to check both ends kind of run your thumb nail over it if you have a if you have an error you're gonna just catch a little step at the bottom but if it feels really rough or even sharp edge you want to replace that push rod so we have all 16 all cleaned up nice and we've got the lifters in place so we're going to go back over to that engine and set things up all right first things first and I've seen guys do this these lifters come in and out of here fairly easy look at that making sure your gonna put that in facing up and not that end I've seen it done they just got to basically wiggle it'll seat in place they're all pretty well oiled because they've been soaked and you're gonna get down through the hole and you're gonna set up all your push rods make sure you go through the guides there's little holes there in the head that guide the top of the push rod all right so we're gonna set the rocker in place now remember we're gonna make sure you've got here's your rounded area where your push rods are going to seat and of course the flatlands end up on the valves so we'll just set this gently in place you want to get the bolts lined up now you got to remember that right now you're going to have there's going to be some of these push rods or in the up position because the cam they're writing directly on the cam which is going to create spring pressure on the rocker arm so when we tighten this down we just want to go a little bit at a time until we seat the rocker down on the head and then we'll put the torque wrench on it and torque specs on these are 28 foot-pounds once we have the all these bolts seated and we're just going to use a ratchet and a socket to see them down then we'll torque up the specs so we got the rockers down in place the rocker shaft will actually the lands are seated on the head so now we don't have to worry about working against spring pressure the reason we did that was because you could possibly bend that rocker shaft if you could torque one end down and the other has spring pressure it actually creates a force that can bend them so now that they're seated we'll start in the middle we've got their torque wrench set at 28 foot-pounds do the two in the middle and then we go to the outside and we do it one more time just so that we know we have an even torque on all four bolts okay it's pretty much it so now we just do the same on the other side and we'll have our rockers and push rods in place so our next step is we're gonna put the lower intake manifold on to do so you're gonna grab the two end seals that come in your gasket set your Valley pan gasket and then of course the intake and basically what we've done is we clean this off so we get a nice smooth surface on both sides and you're gonna need a 3/8 drive torque wrench now you can use a long extension with a swivel end I just happen to have this tool just makes it a little bit easier this is essentially a 13 millimeter swivel on an already built onto the extension gasket scraper in case you need a final cleanup of course a ratchet extension on now this is a tool that's similar to what the factory calls for and it makes it a lot easier to get to the bolts once you get things in place to torque them up you're gonna put this on the torque wrench it's essentially a 13 millimeter 12 point with 3/8 drive can be referred to as a crow foot sometimes socket extension there's a number of different names for them but this does make the job a lot easier so what we do is start off is we're going to take some of the we'll take some of the high tack and we're going to put a little coating on both sides of the heads I don't recommend using RTV on the gasket surfaces but we are gonna use some to seal up where you've got a couple different components like where the head meets the block and where the front cover meets but mostly just the two areas that where the where the head meets the blocks you have four points so we've done that we're going to let that tack up a little bit and then essentially we're going to take some of the RTV now right here you can actually see a little valley right where the head meets the block what we want to do is we want to fill that with some RTV this will help prevent oil we Benji and we'll let that set up for a few minutes you might get a little tacky so you'll notice the end seals basically conformed to the block so one side is fairly straight the other has a curve to it and you'll see that in the gasket as well plus on the end here you have a little wedge that drops down into that area that we are TV so it's going to push some there now in the manual it tells you to reply just put one little beat of our TV but I usually do it twice down in that Valley and then I'll do it one more time over the top before we put the pan gasket on so we got the two end seals in place a little Dabba RTV again on the corners just to give a little extra missile BC just a little extra protection against an oil leak we're gonna set the pan in place or the bolt holes you can look straight down and we'll push that down into place the next are your to hold down plates now if you remember when we took this apart we put this aside so that the two bolts that hold these down they're a little different than the bolts that are in the rest of the bar so you want to make sure that you've put these aside so we're gonna very gently lower the intake sort of in place but just a little ahead so we can reach in the back and then you've got a fuel line I've got to go on then you want to make sure you hear that click once you got it on there now if you look at the ten bolts that go in this item are all the same length there are two long ones and they're gonna go in the front here and then once we get them all started we're going to torque them down now the factory calls for a sequence to start with seven foot-pounds then all the way around again in 13 foot-pounds and then a final tighten in a 38 most of your 3h drive torque wrenches are not going to get down to seven pounds so I usually set mine at ten and then I'll do 20 and then we do 38 all the way around and even then we'll let it sit for about 15-20 minutes and then go 38 one more time around just to make sure everything's torqued down nice and tight and the gaskets been compressed so just like we mentioned with the heads anytime you torque down a head or a manifold anything like that to reduce the amount of distortion we're going to start from the center and then work our way around into a spiraling outward pattern and so we've talked them all as I said we're gonna do in different come we'll do 10 20 and then 38 and then after the 38 we're going to wait about 10-15 minutes and then do 38 again just to make sure everything's down and tightened properly all right so before we put the valve covers on we have an actual bolt that goes up into the back of the head that runs through that bracket right there and what that does is holds the harness in place right about there so we need to attach that and then we also need to attach the ground strap and if you'll notice on this you'll see a green wire with a loop that's also going to go to that ground post all right so now is the point you definitely want to plug in this is for the crank sensor you're going to see the the tab right here that lot latches on to that little notch so essentially that's the wrong way that's the right way plugged this together you should hear a little click when that blocks in and then there's a bracket on the back that you're not going to be able to see this video that this hooks into to keep it from banging around in there this is a really bad connector to try to get to alright so next is gonna be your valve covers now first thing I do if you notice there's a rag sitting on top of the intake manifold we want to cover those holes you're going to be handling small bolts god forbid you drop one and it goes down they'll put one of those ports and fish it out you'll end up taking the intake back off to get at it so we put a rag over there as protection and then what we've done is we've prepped the valve covers we've shot high tech on the inside areas of both valve covers and on the areas of the gasket itself that will lay on the surface reason for that is that when it gets good and tacky we let it sit for about 15 minutes you put your gasket on the valve cover it's gonna stick and it's going to hold to it otherwise trying to hold on to that and keep it from falling in and unsettling is just a royal pain so this way gas gets stuck to the valve cover we run our bolts down we line it up so much easier now remember that these bolts are eight millimeter 12-point so you want to make sure you pull that tool out and clean the bolts up a little bit just give him a little shoot down with some brake clean or whatever it's a little cleaner before you install alright so just as a note there's a groove cut on one side of the valve cover gasket and then one side is actually relatively flat except for one raised rib that's the area that's gonna make contact with the head so the groove the area actually seats all the way around in the valve cover make sure that all four your spacers are president they didn't drop out of the gasket and then we'll get them relatively close and then essentially put the four bolts in and remember you've got the two short on the inside part of the engine and the two long on the outside closer to the exhaust manifold so your passenger side first that has your oil fill tube now remember this is a Bosch engine where your fill tube is on the passenger side of course on a Jemez engine you're gonna find it on the driver's side no all we did was just basically hold up the wiring hard-ass sneak that in and then visually give a look at where the bolts line up and you can kind of wiggle it back and forth and you'll feel one of the little bolts kind of drop down in there what we're going to do is and we'll get them all started now the book says to torque to two and a half foot pounds you're gonna need a very small almost like a dial type quarter inch drive torque wrench if you want to torque it up it's two and a half pounds to do all four and then you go up to six pounds is the final torque on on all four bolts so one sides torqued in place and then simply we're just gonna do the exact same on the other side and before you started tightening bolts down because of all is wiring in one eye you just want to make sure you don't have a wire pinched between the valve cover and the head anywhere in the front or the back will lead the problems later on down the line so same thing with this side we've got some wires hanging around so we want to make sure that we don't get them we don't get them caught up in the valve cover and it's pretty much to it on those alright so they would have the valve covers in place we got the lower intake in place at this point we can grab the main harnesses we can kind of set them in place now in most cases when you when you first took this apart you had basically tie straps that went into these these four locations so of course they get brittle they fall apart you try to open them up they break so you can do it one of two ways you can actually wire tie it directly just loop under and wire tie it or I know a lot of automotive centers have the wire ties with what they call a little Christmas tree attached to them and that Christmas tree will pop right into those holes and wire tie the harness in place and that's what we're going to do with this but this way at least pull the harness out you'll also notice that there is one more green wire on this now if you have like a 2001 and later you probably aren't going to find these green wires this isn't this was a I think this was also this was a 2000 but you've seen this on the early disco twos don't see it so much on the later so if you don't see the green wires don't panic it's not that they're missing that just on that particularly design they're not used so don't worry about that rest of it this harness will get down the side of the bracket what we're really thinking about right now is we're going to put the main harness back in this place and then we're gonna plug in all the injectors and then this small bolt right here on the fuel rail is going to be the bolt we're gonna run out and then we're gonna attach that green wire right here for that round idle air control the one wire you want to be concerned with this wires for the knock sensor this is going to run all the way down and underneath you just want to make sure we get that down there because once we get the bracket and the alternator in place or I'm sorry the power steering pump in place we don't want to pinch that wire we want to make sure we put that in a good spot all right bingo okay that's good for now and then as we go along we'll be plugging everything else in all right so at this point now we're back underneath the vehicle we've got to get a few things connected yet now that one harness that has the lead for the starter the starter wire and for the knock sensor on the right hand side we got to sneak that through a hall that is on the upper back side of the mount so that it comes through to just above the starter so you got here's the end of your started connection this is going to go on to this nut here there's a small Spade pushing right on that right over the top of this stud and nut that's your for your s wire that'll be this lead right here and then you also have your connector that you're going to push in you're going to click into your knock sensor right here then once we've done that then we can sneak the heatshield in there and get that popped in place before we put the exhaust on so getting the shield back up in there sort of a bit of a magic trick this bracket tucked up into the all right you know we work on trying to get there's a tab on the end of this that drops into a hole which will help line up just kind of working back and forth until we find it there we go all right and that puts that in place so if you have a mirror what you can do is actually look up inside the mount the see if the holes lined up or not once we determine it isn't it or it isn't turn it the way we need to turn it to get it to line up all right so this is what the finished product should look like this clip is locked around the solenoid your wiring is protected from the heat from the heat shield and then the front bolt is in and locked in place so this is good and solid not going anywhere so now we just quickly we're gonna look through the other side and here we have the other knock sensor we've plugged that in and you'll notice that this loop lines right up with this hole right here and so what we're going to do is go find a bolt put the bolt in there and then that will lock that one piece of wire right there in place so keep it secure and then we can put the exhaust back up in place so now we're ready to put the exhaust up in place we've got to get your to hold gasket up in there and usually can push it up in place I always like to start on the driver's side and leaves me some flexibility on the passenger side we're not gonna run the nuts up tight initially we just want to get them up in place and then the front part is essentially getting up in there to get the gasket on this is actually sometimes a little easier from up top it says we're just gonna lay the gasket right over the opening we'll line up the holes all right so we're gonna hook the exhaust stop we find it's a lot easier to get to this passenger side setup then from underneath because you got the driveshaft and everything else in a way so we're just gonna sneak down in there then we're gonna slide the gasket up over the studs so we can raise that up and it's gonna take a little take a little doing but it will go and we got one two and three and then you can just raise the exhaust up you have to reach down in pull up on the exhaust and slide the studs over with one arm hold it up and the other we're gonna just put one nut on to help support it all right so we've got that side hooked up basically just got the three bolts and I just want to make note don't forget now's a good time to plug in that o2 sensor and then tuck the wire in back behind the right side head and it'll keep it out of the way the exhaust well it's just to give you a shot what we've done on the passenger's side you're going to leave the nuts loose you got allow for some slack and now we're going to pop the driver's side on all right so basically at this point now we've got the six nuts in on the exhaust we're going to run them up we got them completely tight as far as torque specs because of the long extension you need to get up there a torque wrench isn't going to be accurate anyway so you just want to essentially just get them good and tight and then don't forget to plug in your o2 sensor connector on the driver's side and we're going to tuck that back in behind the bracket so next what we're going to do is we'll get these transmission coolant lines back up in place gonna have to do a little don't be a little pushing in pollen but we essentially need to twist it get this one up into this upper clip the lower one into the lower clip and then we'll show you where the other one goes alright so we're gonna install the bracket now that supports the AC compressor and the steering pump you want to make sure if you have an oil cooler equipped vehicle you want to make sure that the one line for the oil cooler underneath is back in behind the bracket also your wire going down to your your knock sensor you want to make sure that's clear and then basically you're going to set it up on that stud that's on the front of the head and that's going to come through this hole right in top of the power steering pump and we just slide that again double-check your wire make sure it's not pinched in there and we'll put the put the top bolt on you'll feel the thread they line right up alright so we'll put the other two bolts on and then we have the nut that goes on the sword and the single bolt up top and then we're just gonna run those in tight just quickly before I run them in just to show you where the bolts out where the locations are the nut and the single bolt up top this is a ten millimeter head these are all going to be thirteen and just going to set them up good and tight okay one thing I'm going to mention about this oil cooler the one line that we snuck in behind the bracket obviously attaches down underneath and gets locked down but to put it in the right position what we're going to need to do is we've we don't want to set it up on this bracket right away we're gonna leave this off we got to get underneath we're gonna essentially put the other end of the tube up into its location by the filter leave that nut loose then get back up in here set the bolt up in this so now the hose is in its proper position there's no tension on any of the parts and then we go back down torque the the nut that secures it to the oil filter housing and then back up to tighten this one alright so what we're going to do next is we're gonna hook up the upper this is the lines for the heater hoses for your heating system I'm gonna move that out of the way and then put a little replace this whole ring and then put a little Vaseline on there so it slips in this way it won't pinch it as we go in it's kind of a tight fit alright so next I'm gonna show it's already connected but just to remind you we're gonna connect you got this you got a black connector here and that's going to go to the cam sensor don't forget it because it's kind of out of sight so underneath the water pump and you don't see it so you don't want to forget connecting that you're going to need that so you can start the vehicle then you also got your oil pressure center right here we've connected those and now what we're going to do is put the other line on for the oil cooler don't forget gotta make sure you put your you put your new o-ring on make sure that can spin all right so now I'll show you we put the lower hose in place you have the one down tube goes into the small opening the long neck is what attaches to the water pump and then the short loop this goes to the angled upward outlet of the thermostat okay just so you have a note top of the thermostat has two outlets you have one that goes up at an angle and one that comes straight up the one at an angle is what's going to get down to the lower hose this one's going to go to the upper hose we'll show you that when we get to that point so now we're just going to squeeze the clamp sign get those into place you can see we got our electrical connections in place and we have this hose in and now the upper hose this has got a short bolt that goes into the bottom and that's been installed and tightened up so then we're going to be ready to put that last bracket in alright so let's get that bracket down in place you can see we've got one two three four bolts that run through so here's the lower on the inside it's the easy one to see this way we can line that up and get that started and that'll make lining up the other three that much easier okay next is gonna be the cooling tube you can see we've got this torqued in place does this say hoses on we got some stuff here that eventually is going to get bolted to this bracket right now we just need to get these on so the tube essentially is tucked in right in the front of the intake manifold you've got an old ring on the back you want to make sure you put a new oil ring there we're going to put a little Vaseline on that and then just to get things started we'll put one bolt in there we'll need about a six or eight inch extension and a ten millimeter socket the reason we put this on after the brackets because there's a support bracket right here that bolts to the alternator support so you need that in place before you can put this tube in so now it's just a matter of we put that one bolt in there and then we're going to put one in the support bracket to support it alright so we put a bolt here in the support bracket so now this will just hold it in place and we can sneak in underneath and install these other bolts all right and now for the fun part in their infinite wisdom Land Rover puts the ignition coils buried back behind the upper plenum so in other words if we put the plan of mine you'd be almost impossible to put this on first off you can't even get to the bottom bolts once the plenum is in place and you can't really tighten them until you put the upper bolts in so what we normally do is we will lay this in place we'll put the two bottom bolts in and we're just gonna just snug them and then back them off just a little bit enough to give a little bit of movement the reason being is when we put the upper plenum on that has to slide underneath these holes so we've got to have some movement in there so that we can line them up and you were going to use the top bolts to secure this in place all right so we're gonna do we're going to drop this into place but before we go trying to put the bolts in place we have the two electrical connectors there's one and there's the other and each one of these gets plugged into each side this powers this side coil this powers this side and then basically one coil will power four cylinders and each coil pack has actually two individual coils built into it the other thing what we're gonna do is before we even grab those little bolts we're gonna put a rag over the top here because god forbid we dropped one down in the hole it will not be fun fishing it out all right so we got both the holes lined up we've got one started on one side now you can see these are hard to get at so if you put a little dab of our TV or you can even use grease and we're gonna do is put that on that socket and that's gonna hold that bolt so we can sneak it down in there location so we can get it started and then we're gonna do the same we did with the other one we'll run it down Snug it in and then just basically back it off about a half a turn just to allow enough slack so it'll wiggle so we can get those top bolts set alright so now we're gonna put the plug wires in now you'll notice most of the plug wire sets even after market for these are numbered you can see here's number one number three number five number seven so there's one three five seven two four six eight same thing on the other side so we're gonna just start plugging these in and what I do is I like to give a little shot a silicon in each one four one makes it go on easier adds a little extra protection to the boot and this way you feel the distinct set in when you put the boot on the plug you should actually kind of feel it click in just put that in your hold it right there and so that's seven threes number five it's gonna go in the middle right here I should hear that click then we'll just do the same thing to the other side alright so now we've got that all set up in the back we're gonna put the upper plenum on don't forget your steel gasket you've cleaned off the top surface of the lower manifold you have to raise dowels on here that are gonna basically give you the right location that's going to hold the gasket in place and then the manifold we self is gonna click on to those as well now if you get one it's a little stubborn we just put a socket over it now what we're gonna do is we're gonna set the manifold in place let's pull this up because we're gonna need this this will go on your idle air control motor because of the way this is set up when we put the plenum on we're gonna need to lift the front it's going to drop in we line it up with the front dowel lower it down and then lock it on to that dowel and then from there once we lock once we put the bolts in and lock down the upper plenum then we have to reach in the back and line up these two holes and run two bolts down through and this will actually bolt to the back of the upper plenum alright so now we're ready to put the upper plenum on we've taken the studs out of the sides and you can either put the studs back in after you put this in place or you can just get some six millimeter bolts three-quarters of an inch long and they'll work just as well so by doing that though it gives us a little more freedom to move this around and get it in place essentially what you're going to be doing is on the back the manifold you have these two bosses that come out these are the two bolt holes for the bolts that hold the top of the coil that goes over the top of this so what we're gonna do is go in in an angle and then drop it down and then move it so that we it drops on to the two locating dowels and once that's in place then it's just put the bolts in and lock them down and what I've done to is to save a little time you can bend this back out of the way here's the single bolt that we left in the manifold when we took this apart so we can just leave it in there and then of course it's going to go in in this position so I remember you've got a sink also a single bolt in the back and a single bolt in the front beside the three long ones that you're going to torque down so now it's just a matter of set this in place you may need a flashlight when you can see what you're doing is simply gonna walk this back slowly you can actually see how everything lines up all right so we've got our hardware right here take our three bolts drop those in and if you can't quite get your fingers in these front and back bolts what I've used is a tool and I'll show you in a second is a tool that called expanding fingers and it will grab around the head bolt and you can actually run it down spin it in and then come in with a socket extension a ratchet to torque it down all right so you can see what the tool does it'll actually hold the bolt on the end it gives you access to do a deeper area right here and you just run your finger down through the feel for the hole and by grabbing the head of the bolt you can actually use the tool to spin it in until you feel it seat down and we'll just do the rest with the socket and we'll do the same with the front bolt sleep in there yeah all right all right so we'll get a 10-millimeter socket extension ratchet and we'll torque those down all right so there is no torque spec listening and Land Rover's overhaul manual specifically for these bolts they have a general a general chart eight millimeter bolts they recommended torque to 13 foot-pounds I think that's a little bit on the loose side I don't have an exact torque spec to recommend but you see what I essentially do is run them until they're snug and then just give them just a little twist just to add some tension let them sit for a couple seconds and then go back and start from the middle and just will go around twice just to make sure everything is tight and even all right so now at this point we have this torque down now's a good time what we're gonna do is we're gonna connect the throttle body heater hoses remember we have this long one over here this is gonna go across because once you put your alternator and your AC compressor back in it's kind of tough to get them in there so I'll do those then you also have your PCV breather hose right here that's gonna go onto this spigot you want to check this black this black spigot or nipple on those because these have a tendency to loosen up so you want to make sure you snug that in you don't want any vacuum leaks there and of course plug in this is the vacuum line over to your brake booster you're gonna plug that in and then what you have right here is the one heater hose that has the hole for a bolt or where the stud was through the side you want to reattach that and then your other heater hose tube or lay up over the top we're gonna put a new bolt in there so that's essentially we're just gonna hook up all the in celery's we've also got for your emission controls you have your your control solenoid here this is going to plug into the throttle body and then your connector for your idle air motor so all that gets connected to this upper plenum and then we can go on to the next step the first one and the fun part is getting those two bolts for the coil to the manifold lined up because you're essentially going to do that by feel what you can do is you can move this big harness a little more out of the way so you can get your hand down in there and the rest is pretty much done by feel and this is why we leave the bottom bolts a little loose on that coil mount so that we can rock this back and forth and eventually get the hole lined up and get the bolt started yeah take a little patience a little time but you'll get it all right so here's a good example you find yourself having a hard time getting that ball lined up if you can get up like I have an expanding mirror that I can use in the back any mural work but what you can do that is angle it down so you can get a look at why you're not able to line up and you'll see like on this one what we've got to do is be able to move that bracket forward and we don't I didn't quite leave it loose enough on the bottom to do that so what we do is we take a little pry bar and then we just just gently move it back a little bit and now we know we can see the holes are lined up put a bolt in there get that lock down all right and then what we're gonna do next is put the throttle and the cruise control cable hook up on here because these two bolts at least one of them is sort of covered by the AC compressor so we're gonna put that off this way the whole upper plenum is all together by the time we're ready to put our two-inch hilary's on and our idler pulleys so you got two eight millimeter head bolts here I'll hook up that bracket we just sort of snug it and what you'll need to do is go to full open throttle you'll see a little slot in the top there slide the barrel in and then line up the slot to pop it fully in place just to make sure it's in there completely you know so you should be able to swivel that little barrel in there so then you know you're in properly and then the same thing with the cruise control slide that over so it lines up with the groove all right you should just have some slight tension on it should have just a little bit of free play on that not much and I will just get up millimeter socket tighten that up and we'll have everything together on the plane all right so just a quick review on the upper plenum because we want to make sure so we've tightened down the four bolts up top one in the back one one in the front for a total of six you have your connection here for your idle air motor you have your connection here for your admission control this is for the evap system this is the OP the purge valve so you have your electrical connection and then you have your hose connection right here this is just a pop in your breather hose and your throttle position sensor you've got your connector up in here so we're we're good there your two heater hoses to the throttle body heater and they're on nice and snug and they're in the back and then of course your two bolts and then we just showed you how to put the throttle cables on and we'll go around to the other side and we'll do a quick review on that all right and then on the passenger side course we have our the breather hoses connected and this clamp is on we've plugged in our vacuum line that feeds our brake vacuum booster our two heater hoses we have the Bolton on top that locks the two brackets so the hoses the metal hoses together along with the single bolt down now I'm going to make a note on this that on these engines without secondary air there's a spacer that goes between this hose bracket and the upper plenum and you would have found that when you took it off sometimes after these vehicles that they've been worked on once before somebody didn't put that spacer back in just a couple flat washers works just fine so that's in place and then of course everything else lines up here now you'll see two and this is kind of a neat trick you can actually take a razor knife and cut this rubber connector for these two hoses though you don't need to all right but just a note and then what we're gonna do then is you can see we have some exposed wire down here that I really don't like we're gonna get some plastic convolute to go over the top of that before we attach everything to this bracket and then we're ready to put the AC compressor and the alternator on alright so next step was what we're gonna do we're gonna tie in the heater hose you have there's actually a threaded hole behind this opening that's going to bolt and support this line up against the alternator mounting bracket and then you see you got two little brackets right here what you're going to want to use is this is a tie strap with what they call a Christmas tree on the end of it so you can wrap it around the wiring here and then plug the Christmas tree into that and that'll basically hold this up in here now as you just can see the old cover has starting to fall is falling off on this leaving the wire insulation exposed you see this piece right here I've installed just to cover up the wiring there we're gonna do the same with this we're gonna replace that convolute like I said you can buy that in any automotive center and then you've got your ground wire right here and that's going to be bolted right in this position from the front there's a threaded hole on the front of the bracket so then that'll get this all set so then the next step will be both the alternator and the AC compressor so just to give you a little overall look what we have is so you're our ground line is attached here our bracket that comes off of this hose is attached here we replaced convolute over the exposed wiring and then we've taken the wire ties with the Christmas trees and put them in place so that everything is essentially in its place so now we're ready to put the alternator on so alternator mounts on this bracket and what you have are these sliding shoes basically that are used to install the alternator and what they do is they actually slide within the bracket most cases once you've taken the alternator out and pried it out this one's already back in place this one you can I'll show you see how it hangs out leaves and area there you take your hammer and open up the space so the alternator will just drop in when you tighten it up it pulls those shoes in and locks everything in place and the only two wires that you need to attach are going to be your battery feed cable and then your field wire and you can see essentially just on the back of the alternator you've only got two positions so it's kind of hard to get it wrong and the alternator obviously is going to set in this position so we're gonna hook our wiring up first and then we're gonna set the alternator in there and then just as a tip there's a lot of hardware put aside on this and there's a lot of bigger bolts as we get towards the end as far as the hanging brackets the plainer why not you'll notice that the two alternator bolts have this goldish tone they're an anodized bolt so if you're not quite sure what bolts go on the alternator look for this gold-tone on the shaft and the size of the bolt and then those will be the correct ones for the alternator so next is gonna be the AC compressor and as you can see basically you just have four bolts up top there is a locating dial here which will help you to get it set up and located now as you remember we didn't have to disconnect the AC lines this is just been sitting here waiting for us to put it back together and what I normally do is before you slide the sign you got this back left-hand corner bolt always put that on first cuz what's gonna happen is when you get the compressor here in line you're not going to be able to install this bolt because the throttle linkage is going to be in a way so before you set it in grab one your alternator bolts and it'll actually help you line up a little better because that will locate in the back hole and then you've got your dowel in the front and now we'll just drop our three remaining bolts in this one will obviously have to put in tighten up with a wrench the other three if you have compressed air you can run it in with that or just do all them with a socket and a ratchet all right so now we're gonna start putting the pulleys on so we can get the belt on now one thing we did notice when we got into it this the original tensioner was binding up the to bet the two idlers one of them felt kind of rough so we actually offered this kit we can get both the idler pulleys and the tensioner if you're gonna put a new motor in you don't need any future problems for the low-cost that you can get this kit for it's well worth putting in you don't have to deal with the belt problem so what we're going to do then is we're going to install these and then we've got to put the water pump pulley on and the power steering pump which is just a matter of flying up the pulleys put your bolts in and tighten them up but just so you know you'll see that the two idlers are of different sizes the smaller pulley is going to be mounted here so you're going to want to put the tensioner on first and then the small pulley and then your large pulley is going to be located right here and then at that point we'll put the other two on alright so here's what the pulleys look like installed like I said small and on the bottom big one up top and then you want to give a little test spin just to make sure they're seated properly ok so spins got a little bit of resistance which is good that's a nice tight bearing and then the tensioner and then you always want to look in the back and make sure that the back of this is seated flat there's a locating pin that drops in so you're gonna slide that pin in to the hole in the back side of the bracket and then just move this up until your bolt drops in tighten it up and you're good alright so next is going to be water pump pulley and power steering pulley alright before you put the power steering pulley on and I've seen it done because it can be mounted in either direction so what you're going to do is basically look at the pulley and you're going to see the imprint of the I guess I would call the triangle of the pyramid which is the surface that's going to ride on the pond the pump itself you'll see the imprint on one side on the other you won't so obviously then this is the proper side to install against the power steering pump there is a difference in the offset so if you do install it backwards the belts not gonna line up right so you want to make sure you see that imprint and then on the water pump pulley you will see where there are marks on the ball holes where the original bolts went so you just want to reuse those because this way you know everything's gonna line up right so on the water pump pulley what I like to do is I'll turn this so that I've got one threaded hole straight up so I have an orientation because once I go to slide the pulley over I can't see those we'll set that bolt right in place and it's sort of lining up and you just roll it around a little bit to let bolt lines right up slight this up over the hub put the other two on now these don't require a great amount of torque and you can actually when you go to tighten these you can actually get your hand wrapped around that pulley and be able to tighten it again look for the tripod point that straight up it aligns itself right up alright so then we just put the last remaining two bolts in and then we get everything tightened up all right so now comes the fun part we're gonna put the belt on if you didn't take a picture before he took it apart to give you an idea of how its routed this is the best way to go about it we're gonna phone basically the belt like so and we've done a sag or a loop in the center and that loop is going to go around the power steering pulley okay then we're gonna go up and over the AC compressor and we're gonna go up and over the alternator around the tensioner and at this point we're not gonna worry about that little pulley and you'll see why in a minute then we're going under that made the steering too damp the crankshaft pulley up and over power steering pulley and around this larger idler yeah some things you got a slight go to get up so what that essentially does gets everything in place now of course rib side of the belt will always be on the ribs pulleys so you have alternator AC compressor power steering pump lower deeper and tension or old ribs so you should have rib sight on there now what we do is we take our wrench now this is a different size than the original with this kit they originally you'd have a 15 millimeter here but they have stepped up to a 16 millimeter put that up and won't push it down we're simply gonna just give us enough room to slide that belt up and over the little pulley and then before you take all let allow all the tension on there just a quick feel to make sure that the belt is fully seated and all the other pulleys wet up and there you are belts in place so next step then is going to be putting the fan shroud and the fan on and your upper radiator hose alright so very important we don't want to forget the dipstick now these use a very high vacuum PCV system as well as the emission control is also incorporated on there so literally any vacuum leak can create a drivability issue on these so when I put the dipstick in we're gonna actually run a bead of black RTV right around the base of this neural this is what seats down on the block where when we insert this and this way by the time we actually get to the point where we're ready to start it this will be pretty well be setup so we know we got a good seal so that's really all we're gonna do is throw a little little black RTV on that take our finger and just run around about the thickness of that raised area tick-tick-tick to and then we're just gonna basically slide it right down the hole see your hole right there now slide right in and then you have a threaded hole right here on the side of the valve cover and you flip this up this is going to line right up with it there and then once we run that screw in there let that our TV set up we'll be all set and then we can actually put our dipstick right inside the tube all right and of course you want to plug in your AC compressor and that's your great plug connector right here you push that into you hear the click and just put this down where it's really not rubbing against anything too severely and then we just have the one wire here for the mass air flow sensor we'll put that to the side all right so now what we're going to do is we're going to put the lower shroud in for the fan there are just bay there's two clips that attach on the bottom and then two Phillips screws on each side here then they're gonna hold that lock that down and then the fan and then the upper shroud and then the actually it's going to be the lower shroud the fan and we're going to do the radiator hose one thing I want to mention on these lay the thermostat if you taking a good look right here top of the thermostat has two outlets one goes off at about a forty degree angle one points straight up they're both the same size and I have seen where somebody could actually install it with this reversed which will actually cause an overheating problem so you want to make sure that the angled outlet goes to the lower hose which goes down to the water pump and the straight up is going to go to the upper radiator hose which also attaches here and here but just keep that note so the angle to the water pump straight up to the upper radiator all right so we put our Stroud we got two Phillips screws grab the bottom we pull out make sure that those tabs on the bottom if holding it in place and we just slide the fan in and we try to get it as square as possible you do I do it just the back of my hand up against the front of the fan clutch and if you just work it real slow eventually you'll hit a spot where it'll feel like the threads will catch and then from there you can just spin it on all right so I've put the upper hose in place but I want to show you basically how it looks should look when it's installed your so you have your bleeder cap right here your joined here at that front tube upper radiator and then of course down on the thermostat clamps are in place and you want to make sure you can feel that bulb that little bulge at the end of the nipples that you attach these to and they're there so that with the clamp behind it there's no chance of it coming off it's just a little security measure they built into these so you would just want to make sure the clamp is below or behind that bulge so that you know you've got it in a proper position all right so essentially we're ready at this point we've gotta just put the top cover on which is four screws that only turn the eternal 90 degrees in there in and then we'll put the air filter in the hose in and then we can put on our final colon line which is the overflow or the vent line that goes across into the expansion tank okay actually we're gonna do is we're going to put this the vent blind on now because this cover actually goes over the top of it you see these two raised areas right here actually is the channel that this is gonna rest in kind of acts as a sort of a support we just push that on there what I would suggest is if this host feels brittle at all nodes if you can't take it and flex it like that it feels like it's gonna crack and split replace it because more unlikely it's exactly what it's going to do very soon and you certainly don't want to risk your your new engine and all your work on a relatively inexpensive hose same thing were there anything else wearable on the engine if you're gonna put the time and money put a new engine on if the old hoses feel dried out put new hoses on it I've done that with every engine I've put in new hoses new belt anything basically rubber and flexible it's not worth the risk it's worth a little extra money for the security of knowing you've got a good system in there so it around a little bit so it lines up you see the cutout on the side there's for that hose you got one hop and just turn 90 degrees and you'll actually feel the screw come to a stop when it seats in there we go and just squeeze that upper hose a little bit and pop that right in place we're pretty much assembled there and now we just need to hook up the intake tube and the air filter assembly right just to make it easier now Chris the air filter you pulled it out so you get the idea it's basically a pop in I like to do is I shoot a little silicone spray on those rubber rubber sets that that goes into it just
Watch Doug, Our Land Rover Master Technician, as he takes You step-by-step, in the replacement of the head gaskets on Our 2000 Discovery Series II with V8 BOSCH engine. We use our kit # STC4082BKA which includes the head gasket set plus a set of head bolts. This is part 1 of 2 videos focusing on this topic. Part 1 shows the teardown and part 2 is the re-installation . We also cover replacement of the Discovery Series II short block engine.
I'm Doug your tech support representative here at Atlantic British in this video we're gonna touch on something that we've had a lot of requests for in the past that's a fairly common issue with some of these older 401 4 sixes and that's head gaskets we found a lot of our do-it-yourself technicians and a lot of shops have called me on different issues on these but the biggest thing basically is usually head gaskets so what we're gonna do is we're gonna give you basically a video on how to do that so first I want to talk about the kit that you're gonna need now of course you know like on the floral and the four six as of 1999 he went from gems to Bosch so you need to be able to identify which engine you have in your vehicle before you even begin and that you can get that information right off of our website so what we're going to do is we're going to show you on a Bosch which is a little bit more complicated than the gem so it might be a better one to be able to get into so what I'm going to show you first is the gaskets kit that we have available comes all in one set and gives you all the gaskets that you're going to need to be able to do the whole head gasket job now this is under our part number sa404b engine we do have one for the gems so you'll need to be able to find that in a website the other thing is and because they you normally recommend that you replace them with every head gasket job is going to be head bolts now these are torque to yield head bolts so the specification on these when you tighten them in is based on how many degrees you turn the ball and we'll get into that when we talk about reassembly but this is the head bolt kit that you'll need now if you want to go one step better we also have a stud kit available which will take the place of the head bolts I find this is a more reliable setup especially when you're dealing with aluminum engines because of the high expansion and contraction when they eat and cold so this stud kit is also available through us and we have this under a RP 4301 both of work that had the head bolts or other stud kid it all depends on how you want to put your engine together alright so before we even begin to just give you a few tips that'll make the job a little bit easier for you first off right off the bat obviously we're going to disconnect the battery disconnect the negative lead put that to the side this way you know as far as your alternator circuit and it's not gonna be live you're not gonna touch it and ground it out and cause any damage so we're gonna disconnect the battery we're gonna end up draining the coolant which I'll show you a nice little trick because on these they don't have a drain plug at the bottom of the radiator so I'll show you a nice little trick for getting that off first thing we would do then we would take off the fan shroud and the fan and I have a habit of I let the air out of the front tires which gets the nose down by about three and a half inches what makes it a lot easier to get to the hardware and whatnot towards the back of the engine the other thing you may want to do if you're not that familiar with the design this is first time taking one apart you haven't done one before it's a good idea to grab yourself if the coffee cans little plastic containers or whatever and then as you disassemble the engine you're going to put those that hardware from different segments in a container and you're going to market alternator hardware valve cover hardware and why not so when you go to reassemble it's a lot easier to identify what bolts go where and in general last but not least as I say once we've lowered the front end we disconnect the battery we're going to drain the fluid is bring your digital camera out or your smart phone when you get to an area where like say for your belt configuration or for the way the wiring is routed on one side take a picture of it before you disassemble it believe me it'll make it a lot easier when you go to reassemble so those are some tips to help get you started now I will show you how to drain the coolant alright so we're gonna start we're gonna remove the top of the fan shroud and base and all you've got is four Phillips screws and it's not even a full screw it's a turn 90 degree and release that'll pop pop this up or shroud off take the hose off and then what we'll do is get down to the the fan itself and we'll take that off so we remove the cover from the shroud now we're going to get into the fan now essentially I pre loosened this fan because with several different things you may run into one they may come off very easy where you're going to take your fan tool you're gonna run it down on the nut let it sit on there you want to do this between the blades so that you're not gonna crack a fan blade on this and just take a nice rubber mallet or something with some weight give it a I shot now 50% of the time that'll just break them loose and allow you to take the fan off but in this case we had one where we had a lot of problems and you can do several different things you can take a long straight blade screwdriver sneak it behind a tool and jam it between the water-pump hub and one of the pulley bolts there's also a tool available through Land Rover that is a long flat bar that will drop over and actually grab around all those bolts on the pulley and allow you to hold it and get some leverage if you're in the shop I know I've had to do it several times is a long air chisel extension and then just work the nut and just slowly work it off in this case we had to basically turn this off almost all the way before I finally loosened up so these can get on there pretty tight so be prepared to spend some time on this if yours is in that condition so once we've reached that point we've been able to unthread it and this is a right hand thread we just want to mark that because some of the newer land rovers have gotten left-hand thread on the Jag engines on these on the four on the four six this fan is a right hand thread so we have that off we're going to set that aside for a minute and then what we're going to do now is we're going to remove this shroud there's two 10 millimeter head bolts that'll take the shroud off remove the belt we'll show you how to do that and then at that point we'll show you how to drain the colon on this so next step is going to be removing the belt and as I said earlier what you want to do is pull you out your cell phone your camera or whatever if you're not really familiar if it's the first time you've done this to look at the routing on the belt which runs under the damper over the tensioner or over the idler around the tensioner over the alternator and then down and under the water pump pulley up and over the AC pulley behind another idler pulley and then your power steering pump so take a good picture of that and then this way later on when you go to put everything together you use know where it's supposed to go so the group of the book remove the belt you have your tensioner on the passenger side here it's a 15 millimeter head bolt you can go one of several routes you could use a long ratchet with a 15 millimeter socket you can use belt tensioner they make me sell these everywhere this is a long extended bar with various tips on to fit different vehicles and you can use that as the tensioner I prefer this and using this for years and that just pops on there and you're gonna push down which will lift the tensioner flip the belt right off the bottom idler and pop it right back off you can take the belt off and set that aside alright so the next step is gonna be to drain the coolant out of this vehicle now you notice there is no drain plug on the bottom of the radiator the factory tells you you disconnect the lower hose which means you're going to be standing under this when you let go you really don't want to do that either so what you can do you can drain about 3/4 of the cooling system out just by taking there's one bolt out of the water pump and we're going to show you where that is alright so there's the location of the bolt this is the lower of the two eleven-sixths are 11 millimeter bolts you'll know that because the rest of the bolts that hold the water pump to the front cover are 10 millimetre heads and you can see this one hoots like it had some slight leakage so it's easy to see that it actually does attach to a coolant line so I want you to take that out that's drained about 3/4 of the colon out of the block just don't forget to put a pin underneath to catch it so next step now is going to be to remove this upper hose let's get this out of our way what I did to is it gave a little pre spray of some penetrating oil on the clamps you'll notice that if you don't do that they're a little dry they come off hard shoot a little oil on them and everything comes off much easier now you have warm clamps on this particular connection but at the other ends you have the squeeze clamps before you get this hose off we're gonna take the little bypass hose off take account if you have the original hose on there these get kind of hard and brittle so you want to flex it as little as possible so I like to get this one up and out of the way because it also somewhat interferes would take in the air box and the intake tube out we'll work that off and then basically just set this down and in front of the radiator so it's out of the way less the chance of breaking it so then we're gonna take our squeeze clamp nice pair of water pumps does a great job on these so I'll take that off and then we're gonna back off the one that's here at the thermostat just lift that off there no then it's just a matter of you recently moved to wins and we'll take that clamp off and we'll get this right out of the way it's something I'll mention it of course is taking the hose off and sometimes where these hoses have been on for a long period of time they really stick on there and they don't just twist off so there's a handy tool you can get you can buy these from any tool supplier it's just nothing more than a sort of a bent pointer and you can use that to get up underneath the hose and break it loose from wherever it's attached just work it around back and forth a little bit and that separates it and once you've done that at least three-quarters of the way around you should be able to just spin that out and remove it there we go and now that hoses out now as you go through and you disassemble any engine this is a good time to be looking at different components that wear that you may look ahead of time and say okay this is Warren I'm gonna replace that as well and this way you can get your parts together before you start your assembly when you look at a hose and you look down inside which one will check out the corners on the inside if you see vertical lines in there the Nets telling you that basically the hose is starting to wear on the inside and material is breaking down that material eventually is going to end up in your reading or your heater core and to plugging it up so any sign of real way or inside these hoses you want to replace them if you see any residue or buildup on the junction that's telling you you got a leak there same thing with down on the other end of the hoses wherever you can look down in and see corners just look for lines and striations that indicate the hoses are worn this one actually internally looks pretty good I end up reusing this one now we're going to remove the top of the air box and the intake tube you have worm gear clamp here and you have what the happens these little pop Clips here and these you just get up underneath with a pick and you're gonna lift and it releases now usually recommend or I try to either put these clamps in my little plastic container or just wreak lamp them so that they stay on the hose so when I go to reassemble I can find all my clamps so then we unclip that again we kind of pretreated this clamp a little penetrating oil so it spins off much easier you just want to make sure that's good and loose and then you have two clamps here that you just pop and lift back and then your mass airflow sensor connector you're just going to squeeze the top of it you have to squeeze and tabs on both sides and most times you need a little screwdriver just to work it off a bit and move that out of the way down there twist at that off now there's an o-ring inside this air box you want to make sure one that it's there I've had vehicles come in where that was missing and also if it's expanded or if it's deteriorated and cracked because you want to make sure you have a good seal between the two so you're not pulling in debris bypassing the air filter so we'll set that aside just for a second we have a clamp here and we have a clip here and then we just lift up the back side and we lift the top of the air by ourselves now is a good time take a look at your air filter yeah I think will be replaced in that one so now if you want and very easy to do the bottom of the airbox which actually that area makes a nice shell for when we go to take the AC compressor off this is just a matter of lift until it pops it just pops into plastic grommets this would be harder in for real cold weather so keep that into account if you're working out in your driveway especially now during the winter months and then we're gonna open that up a little bit we have our cold air intake where it attaches to the fender it's just 210 millimeter nuts which I think they're even too plastic the plastic once we get them off make sure you put them in your little plastic container where you're keeping your hardware that just pops right out and we lift that out and now you see we have a nice area we can put depression when we take it out also again nice little tip you got to ground headers right here on this front firewall and these are actually rather important a lot of your sensors ground on these two points while you got the box out it would be a good idea to back them off clean them up a little bit and retighten them back up just to make sure you got a good ground hide so as we mentioned the AC compressor we're going to set it here to take the compressor off we just have a single electrical connector right here push your tab sometimes these squeeze hard there we go you can actually hear it click when it releases and then we have four ten millimeter bolts and this one in the back these you just loosen up with a wrench you really can't get a straight socket on it as you can see your throttle cable and your cruise control cable alright so we have our four bolts out we're gonna leave that back one in obviously can't get it out anyway we'll take a long bar we want to pop that loose because there are two locating dowels that will lock on on the Sun a little bit so what's great about this is we're gonna run that wire under there and you don't have to disconnect your AC so we don't have to worry about redoing it when we're done as you can see we got a nice little holding area right there and keep it out of the way now that we have the belt off now it's a good time to be checking all your pulleys we're gonna do a little spin on the alternator the tensioner so you know this one is kind of stiff and grinding we're gonna definitely replace that pulley there should essentially spin relatively free a little bit of resistance and definitely no grinding and the power steering you want to make sure you feel a little resistance there and now's a good time to grab the water pump pulley and give it a little wiggle let's see if we have any play if you feel any loose play now it's the time to replace that water pump so now what we're gonna do disconnect the battery and we're gonna remove this bracket which is the mouth of the AC compressor we'll do that by taking these three bolts out here you need to remove this pulley because there's a nut retainer nut on the backside behind this that you're going to need to remove to take this off there is a bolt on the side here holding the power steering hoses we're going to take that off we have this bolt right here you've got three long bolts that go through the bracket into the block we'll remove those and this whole aluminum assembly will come right up and out and the power steering pump is just going to be left to the side alright so as I was saying this bracket is going to be coming out and we're gonna set this down well it's a good tip to do right now find yourself a big piece of cardboard or a piece of masonite or what and you're gonna set it right down inside in front of that radiator and essentially is just to protect the radiator so as we are moving brackets and bolts and heavier objects you want to make sure that you don't slip and hit that radiator and end up now having to replace the radiator on top of your head gasket job so it's a good tip protects the radiator save you a lot of money and grief if you don't so before I take this off I just want to show you how to back them out so you can sell these are the bolts that you're going to remove there's two here which we had to remove the pulley here which is nothing more than just 13 millimeter head run the nut out in the pulley and the nut and that bulk come right out you have a bolt here and then this was the nut that Ike was mentioning earlier you take that off because that stud runs through from the head all the way through the power steering pump to the bracket and once we take these three out we can back this out now I noticed on this one normally there's a bolt right here it's more like that's what you're going to run into when you pull the AC compressor up this one in particular was missing we'll replace that when we put it back together but look for a bolt here too that you're gonna need to remove to take the bracket out take the bolts out and then we're going to just take this bracket with the power steering lines and everything and set it right down in the hall I'm right up against the cardboard protecting our radiator and that moves that out of the way without having to break open the power steering system we drain any fluid out of it so now you see the bracket out of the way you can see how much room you develop there and now we're gonna move over to the other side we're going to centrally I've been taking the long-handled 1/2 inch drive ratchet with a 13 millimeter socket on it and use that to basically break loose the bolts from there but most cases they'll come right out and you have a ground cable we're gonna disconnect this there's gonna be a 10 millimeter head bolts on this bracket right here holding the cables in place we're gonna remove that take this bolt out to remove the belt tensioner and we're gonna take this bolt out to remove this lower pulley because we're going to replace this pulley anyway just pull your shot and then once we run this bolt and this bolt out what we'll need to do is take a pry bar to get the alternator out because we have what's basically an expanding socket in here so that when we tighten these bolts it blocks everything down in place and you'll see once I get it off I'll explain a little bit further alright so now doing the passenger side bracket in the alternator and the cables and why not I started a new little container here so I control the parts in two things I'll know the alternator bolts because when we go to put this back together you want to be able to easily identify what went where and that one normally what I do is like with the tensioner and the pulley I leave the bolt right in it and I just stash that to the side so this way I know there's one two less bolts I need to identify the bolts for the alternator you'll notice have a goldish tone because these are anodized the rest of them you'll see are more of a silver color on the shaft but the two bolts that go for the alternator have a gold-tone so they're easy to identify and you want to be careful with this because when you're trying on the bottom side of this you have these fins so you don't want to put too much effort on that to break a pin get to the hardware now we disconnected the battery because otherwise if we didn't this Cable will be 12 volts hot which means you touch this to ground anywhere you're gonna get a lot of sparks so battery's disconnected we're safe there we got a 13 millimeter nut holding the cable on and then a 10 millimeter nut for your field wire we're gonna remove both of those and we have the alternator out of the way so next step is going to be the removal of this bracket the alternator mouth we've already disconnected the 10 millimeter head bolt so we've got this this mount is disconnected we have the cables disconnected at least on the heart and you'll notice now before we can remove this bracket we have another bracket off of this cooling tube right in front of it so we're going to need to remove this coin tube and that's nothing more than three 10 millimeter head bolts here here and then one underneath we'll get that out of the way and then I'll show you the four bolts you need to remove to remove this bracket just to note on the back side of this where it attaches to the intake manifold there is an o-ring we want to make sure we get the old one out of there and then you'll be getting a new one when you get your gasket set so you can discard this and I wouldn't reuse these anyway never you reuse an old o-ring so before I take them out you just want to show you the locations of the four bolts that hold this bracket in we have one two three right here and four just below it into the right we take those four bolts out and this mounting bracket comes right out now I had mentioned earlier as far as the sliding studs that hold the alternator in you can take a small hammer and tap what looks like a flat washer an inch in open the area you'll tap these in a little bit because they're mounted on rubber you might would even shoot a little penetrating oil on it before you do that and then this way when you go to put the alternator back in you'll have a little bit of free space and you won't have to try to hammer the alternator back in it'll drop right in put your bolts in and when you tighten them up it'll move this a barrel so that it locks in against the alternator all right so it's gonna take that out of the way and we'll have basically everything out of the front of the engine that we need to remove so here's the bracket removed and like we mentioned earlier so that we don't get basically lose track of what bolts go where you'll just leave the bolts sit and right in their holes and we'll set the bracket down to the side and now there won't be any back together so now that we've taken care of what's in the front of the motor and now we're gonna start looking at and disassembling the top end next we'll obviously going to be the upper intake manifold now I'm gonna go through the basics as far as the stuff that's going to be common to both the the vehicles not equipped as this is with secondary air and then we'll also touch base on some of the additional items that you need to remove off of this when you if you do have a no.3 204 with a 4 6 secondary air or even the 4 liter with California emissions they'll have secondary air so begin with we're gonna get the throttle cable out of the way where we can just lift up and that will pull up the throttle and open it will turn the will turn this barrel and there's a small opening right here that will allow you to sneak the cable out we'll just hold that open and let's make the front cable out the front and we'll snake the back cable out the back then we're gonna disconnect these two bolts right here and then we can move both cables right out of the way next is going to be removing the 2 : hoses that go to the throttle body heater now you'll notice on this this has got two regular clamps on them but they call a worm gear clamp original equipment it will be a squeeze clamp like we saw right here and like we've disconnected up top where we just put it all underneath and we lift it and pop it in this case I'll need a Phillips screwdriver we'll take these two off be careful with this plastic hose it it becomes very brittle just like we discussed on the one that runs across the top of the radiator so when you're going to move it over just be a little careful on its movement try not to twist it or catch it on anything so we're just gonna back those clamps up and we're gonna pull those two hoses off so file cable out of the way we've got a two hose is disconnected next what we're gonna do is this is the vacuum line to feed your brake booster and this has got nothing more than a quick disconnect you'll see a little holding bracket right here matter of fact you may want to take a picture of that so when you go to put this back together you know which way it goes so we'll pop that up and that'll pivot on there now we're going to push in you can take a pair of needle-nose or a regular pair of pliers you're gonna hold that red cap in against the manifold and then pull the hose out and that moves that out of the way more than likely there should be a clamp here or something to seal off this is another vacuum line there actually this is a breather hose and we'll move that out of the way and always check this little plastic nipple these loosen up on quite a few vehicles which can create a vacuum leak now is a good time before you take it off just snug it in or you can take it off put a little sealer on the thread and run it back in that would just take a 9/16 or fourteen millimeter wrench on that and that comes right out that just threads in the manifold so then by doing this it exposes this little bolt right here which holds your two heater hoses on to the intake manifold and then another down here right underneath this tube and we're gonna take that out so that we can move this hose in this line right up out of the way so we've taken the bolt out from below the heater hose line going into the intake manifold we've taken the top bolt out and we've moved that outer hose down and tucked it underneath the cruise control motor that just holds it out of the way the harness we've got sitting here we'll worry about later now at this point this tucks into an o-ring into the manifold and these usually will stick in there pretty good so what you'll essentially need to do give it a couple wraps that kind of loosen things up a little bit and then we're going to take a straight blade screwdriver and you can just get in behind that and what we're gonna do is just keep working that and you may actually Bend this bottom tab a little bit and don't worry about that you can just hammer it right back down it's not gonna do any real damage just say like I said these do stick in pretty good and we'll just keep working it a little bit what you can do if it's really got a tight one you can back it out a little bit to create an opening and we'll shoot some penetrating oil down in there let it sit about five ten minutes and then this should pull right out all right so now we're on the driver's side of the upper intake manifold and the basically the last things we need to take off of this one there's going to be this breather hose right here this will pull off the the nipple you have your throttle position sensor with your connector right here pop that connector out by just twisting this little tab and push down on the connector that takes that out then we have the vacuum line that feeds the purge valve for the evaporative control that has to squeeze buttons on this connector you're going to squeeze on both sides that will take that out we can basically pop that out of its holder right here and then we're going to disconnect that electrical connector and this way we then can take this part of the harness and work it around through the other side of the vehicle now I'm taking their vacuum line off of the purge for the purge valve as they said there's a button on each side of this connector and they're a little difficult to get at this is a tool that's made actually for removing trim plastic trim buttons and whatnot on trim and fender wells and why not and I find by simply by design this grabs right around both sides and you can push both buttons in then work that right off it makes that job a lot easier and you can actually use the same tool when we go to disconnect the fuel line off the back of the lower intake and we'll get to that later now next step is to remove the upper intake manifold now on this vehicle it's not equipped with secondary air but you'll find like on California models with secondary air and with o3 2:03 and o4 4.6 that they also have secondary air so what you'll be dealing with they'll be actually a valve sitting on a a white tube sitting here and here and it will be held in place by two studs with two ten millimeter nuts on the side of the upper intake now I found it to make it easier on the removal have taken removed the nuts and then remove the studs that are left and then what this will do is allow you to raise the upper intake without having to completely disassemble the the diverter valves now the valve sit on two corrugated pipes that are attached to two tubes that are threaded into the heads and I found the best way on those is if you take a long punch and give the big nut at the base of that y tube where it attaches to the adapter to the head you give that a couple good sharp wraps and generally they will just come right loose and come right out then you can take the vowels out out of the way there'll also be a large vacuum harness that runs across the front and over to a control valve that would sit right about here and then you also would have a sort of oval egg-shaped black plastic container here that would also have two vacuum lines to it and you would just disconnect that at this point because now your alternator and your AC compressor out and you can move that and I just wanted to give you a brief rundown on that I'm sorry we don't have one here to show you but the explanation I just gave should give you a pretty good idea what you need to do now in this vehicle and then also with the type with the secondary air once you've gotten that the tubes and the valves out you're just going to remove for ten millimeter head bolts in the center and there's another ten millimeter down in the back and another ten millimeter Center front there are also two small eight millimeter if they're the original bolts two small eight millimeter bolts that attach the top of the coil bracket to the upper intake and you're just going to sneak down in there with an extension what you can do is pop out the throttle cable to move that over and then there are spring clips that hold this wiring harness in rolling this forward we can get straight in with an extension to get to those two back bolts so that's what we're going to do now and we're gonna lift this upper intake out so we have everything unbolted so we're just gonna pop this up we're gonna lift up a little bit so it clears the there's actually a locating dowel about 3/4 of the way in under here you also gonna have an electrical connector on the backside of the idle air control motor you just squeeze there's a little bar that runs across you squeeze that and pull that connector off and then shoot for you I'll pull the upper intake off so what you have remaining is the lower intake we have the 8 electrical connectors to the all the injectors and then the ignition coil we're gonna remove and then we can access the fuel line down below now the this coil has got a small 8 millimeter head bolt here and then one here once you disconnect those you can lift this up a little bit and there's also an electrical connector on each side which also has a little spring bar that you can press and release it from the coil so that's the next thing we're going to do is we're going to pull we're gonna disconnect it all the spark plug wires off the spark plugs on both sides disconnect and remove the two bolts lift this up take the two connectors out and then we can take the ignition coil and a wires out one assembly now on this particular vehicle and actually on some of the original equipment there gray wires the number of the cylinders numbered right on the wires before you start pulling these off make sure yours are numbered if they are and tag them so that when you go to put this back together you do n don't you would end up putting them back in the right sequence alright then what I've done in this trick works really nice your two air conditioning lines in the back this is very bendable very mobile metal it's generally a high-tensile aluminum so we're just gonna actually pop them back just a little bit you can use a piece of wood what this does essentially it gives us just enough clearance to sneak that coil out of there because it is pretty tight pretty tight fit the other way you can do is to unbolt the on lower intake and slide it forward a little bit and slide this out but I'm just used to doing it this way and it works and we disconnected the two wires off the side and we're just gonna lift that right up and out of there let's pull the wires through if you've tagged your wires just be careful not to pull your tags off so just to show you here here's our electrical connector on one side you see the little metal bar across the top you're just gonna press down on that till you hear it click and that pops right off and we'll do the same to the other and we lift the coil right up and out of there what we're gonna do now is then we're gonna disconnect the electrical connections to the injectors and we should be able to move this engine harness right up and out of the way so now we're down to the lower intake which is going to be nothing more than 13 millimeter head bolts all the way down the line we've got two four six and then six on the other side we've popped off the injector wire and you just kind of moved everything out of the way which really opens up the work area gives you plenty of room to work we're going to take all those bolts out break the lower intake loose because they get they stick on pretty well and move it forward maybe about an inch or so so we can reach down in the back and we're going to disconnect the fuel line and we can have that lower intake out we're at the point now we wonder we've got this all unbolted and as I say these stick and they stick pretty good so what we're gonna do is going to take a flat blade screwdriver you can use a hard scraper or whatnot we're going to get down at an angle from here and the reason we don't want to start here or hit into this because we have a water jacket right here on the intake manifold and we definitely don't want to do any cut any gouges or create any depressions where the gaskets gonna have a hard time sealing so we're just going to run this straight down let's do stick a little bit so now we're gonna reach in the back and all we need to do now is just disconnect that fuel line in the back and we can pull this right up and out alright so down the back behind the lower intake you can see the fuel line comes up and then goes to this connector right here and this is going to be similar to that solenoid that we disconnected earlier you get a little push button right here and then there's one identical to it on the other side just reach down squeeze those two tabs and usually works better if you grab the connector push into the tube squeeze the two buttons and it should come right out next step is going to be removing the valve covers now on the valve covers you've got four bolts and they are eight millimeter 12-point so you're gonna need an eight millimeter or a 5/16 12 point socket preferably quarter-inch drive so that'll fit down that little well that they put the bolts into and that's I sort of have a long swivel which works really well and you're gonna just remove the four bolts and give it a tap now on the driver's side you have a small Phillips head screw that holds the dipstick onto the valve cover now once you take the screw out I found that if you use a carburetor cleaner or a varnish remover and just squirt some down on the bottom of this you're gonna let it sit for a minute and you should be able to work that right up and out of the blocks and get it out of your way so we're gonna take the driver's side off first and once we take the two bolts out on the inner and then we're going to take a short stubby Phillips so we'll take that little screw out that's right on the side here and then we'll take the two bottom bolts out and lift this valve cover right out so we'll move the harness out of the way we've taken the four bolts out we took the screw out of the dipstick and we're just gonna lift this up and away throw the old gasket away and you can see in here we've definitely have had some coal and oil mix in there that's what that milky color is so we're on the right track working our way down to the heads and we're gonna see what those gaskets look like we get them apart another good thing to do take a quick look up top see the condition of the rockers see if anything is odd or out of place looks good just needs to be cleaned off and that's the other thing too is if you have the opportunity I don't know what facilities you have but if you have a local engine shop or whatnot it would be good idea even if you don't have the parts rework at least have them hot tanked cleaned off this way all the gasket surfaces are clean the upper surfaces are clean and just generally won't look a lot better - when you get it done so we're gonna move this out of the way and I can say with the dipstick there fortunately this one nice and loose you just grab the little bracket and just work that back and forth and pull that right up and out on the block and we'll move that out of the way next step is now we're going to take the rocker arms off now remember that you're going to have spring pressure on some of these because of the valve and the camp positioning so when you back these four bolts off you have one two three and four you're gonna back them off just a little bit at a time start from the middle and work your way outward and then just back it out if you end up taking one out completely and then the other can cause a twist and I've even seen it where it snapped the rocker shaft and because it created too much tension so we're gonna take these out a little bit at a time we're going to do both sides take the pushrods out now usually it's recommended that you're going to want to put the push rod back in the same position it was in when you go to put the engine back together because not the the way the push rod seats in the rocker they're not going to be identical all the way down the line it's going to be a little bit different wear on it sometimes that can create a little noise in the engine so when you take the push rods out number on my mark them with a piece of tape or whatever so when you're going to put it back together they go back in the same way so we've taken our rockers off we've pulled the push rods mark your oil your push rods you'll probably feel that when you pull them up you yanked a couple of lifters out which is fine because the next step is going to be pulling the intake gasket out and it's just a matter of this bolt right here and then one identical in the back half-inch socket zip those out we're going to take these two top block downs off and then with a scraper we can just work our way around and lift the whole paint assembly right up and out and then at that point we'll be ready to take the heads off so we're just going to zip this off all right so let me just gonna take a scraper and whip this up now a note the two bolts that you took out of this the one in the front in the back has a different thread than any of the other bolts in this engine they went with a 5/16 coarse thread bolt so you want to make sure that you either mark them or keep them separate or just that you understand by looking at them that you're going to have to use those two same bolts in this position you can't use them anywhere else in the edge so just on that note get this scraped up pull this out of here and you'll see a couple of lifters popped out which is fine because we're actually gonna we'll set them back in place if you're going to continue on after removing the heads to strip the block down probably wouldn't be a bad idea to replace the lifters in which case you want to take the new ones and soak them in a tub oil before you put them back in just to get them filled with oil okay so everything back there and we take our intake and we get rid of this and reuse it so the next step is to remove the heads now you had two approaches that we can do on this you can either disconnect the catalytic converters from the exhaust manifolds and once you take the head bolts out take the head and the manifold out one Paul or you could take the bolts out that attach the manifold to the head remove the head leaving the exhaust manifolds in place probably a matter what's more convenient for you as far as how to access it me and I have a lift I can get to the six bolts underneath is relatively easy if you're doing this on the floor then you may want to remove the exhaust manifold bolts now the exhaust manifold bolts are a twelve millimeter 12-point so you want to make sure you have that style socket before you go taking this off now two things to look at before you take the heads off or before we even begin with the head bolts is there's a 13 millimeter head bolt in the back that in some cases early early Bosch will have no ground wire there but they will have the harness you can see that loop right there there was a bolt went through that into the head to hold the harness in place and then straight down in the back of the left side head is the connector for the cranks crank shaft speed sensor and that is going to be kind of inaccessible you're gonna have to take a long screwdriver you need to pop it out of a bracket that just simply a fork a bracket that holds that connector and you get in with a long screwdriver and what I just pop that out of there sometimes you can even be gonna pull just ahead and leave the exhaust you can break it loose move it forward just a little bit will give you a little bit better access but it's in a crazy place it's hard to get at but just so you know it's there so what we're gonna do is now we're gonna grab a breaker bar and five-eighths you 5/8 or 16 millimeter socket and we're gonna break all these head bolts loose and then I'm gonna put this up in the air and take the six bolts off the exhaust manifolds alright so as I said what we're gonna do is we're gonna disconnect there's three nuts on each side that will disconnect the exhaust manifold from the catalytic converters this is the way I prefer to take it off like I said you can do it from up top it's a little bit harder but if you don't have easy access underneath the vehicle then yes it'll be easier for you so what we're gonna do is they're half-inch you got three nuts on each side these actually look relatively clean we're gonna take those three off drop the vehicle back down and then we'll get the bolts out of the heads and then lift the heads right off the engine alright so as I mentioned before we've taken the six bolts out from underneath now just a note a lot of times because they've been down there and a number of these vehicles have been around for a while they will rust in place you may try to heat them up to take them out some of them we snap the stud in the manifold which it did in this case in a couple places if you're in a shop that's fine because when you pull the heads the manifolds are coming with it you'll have easy access to either drilling or blowing out with a torch if you don't have those facilities you can always just take the manifold off the head take it to a shop having new studs in it the studs are available on these so the next step is going to be now that we've got the bolt out of the back the connector for the crank position sensor out of the back now it's just a matter of there's ten head bolts now when you take them out you're going to notice the top three Center are going to be longer than the rest take that in note so when you go to put the new ones in and once we get the bolts out I'll show you a little trick on how to lift that up and out of there alright so when you're taking the head off one thing I wanted to mention there also that there's a braided ground strap right here this runs down in both to the back of the head you have a ten millimeter nut here you only need to take that nut out and you'll take the strap out with the head also this is the time when you're going to use that five ace Universal socket this is the one that you're going to need to get to that back bolt in this back corner otherwise this is really tough to get at and it's nice because the universal design limits the twist on it so you're not fighting against yourself trying to get it out of there so this is the point where you're going to use this tool and you really only need it just for that one bolt the rest of them will come out with it with a straight bolt with a straight socket now we've got all the head bolts out we've got the lower three bolts out we're going to show you a little trick I'm pulling the head because you're probably wondering okay now we've got the manifold in the head together have a fair amount of weight they're really not that bad so what we're going to do is we're going to reinstall the rocker shaft without the push rods because then we don't have to deal against any spring pressure why not and you don't even really even need to put the bolts in all the way just just about half way you have to support the weight without want any damage to any of the threads and I would suggest do all four don't just do the inner to the outer so this way all this should be the weight a little bit better all right so the trick is we're gonna take two shop rags now that we put the rocker back in place we put the bolts in about half way and we'll talk a couple shop rags just underneath the rail all right so we're ready to pull this out and what we've done is we're thinking to shop rags and tuck them underneath the rail so that you have a handle you say we've run these bolts in about half way it doesn't take it's not a lot of weight but it just makes it easier and then what we're gonna do is just lift straight up take the head right now all right so at this point we've got the head out just to show you here was that connector for the crank position sensor that you can see it's kind of in a very hidden spot and you'll notice that prior to that we've got all the wiring up out of the way so now is a good time they give the gasket an inspection to see if this was your culprit you can slowly peel this off you can see we've had a little bit of blow-by between the cylinders this may be the possibility of a cracked piston we'll have to clean that all off before we can make a determination it could just be water stain so we'll move our gasket up and out of the way and then now we're going to do the same thing with the head on the other side get both heads off and then we're going to do an inspection to see if we have a slip sleeve which these engines are notorious for it's an aluminum block with a steel sleeve that is not pinned or fastened down in any way shape or form from the manufacturer so there are times where they can get hot and the sleeves will move a little bit or the block can crack underneath the sleeve which you'll see traces of coolant so we're gonna go through a basic inspection on that and we'll show you how to do that so at the point now we want to do our clean up before reassembly and this is actually as critical as doing prep work for a good paint job you want to make sure you got everything clean you've done your inspection to see exactly what your cause was why you pulled the heads to begin with and what we found was of course the the back of by number eight cylinder the head gasket in this area between this coolant galley and the cylinder was drawn in : you can see how basically it's steam cleans the solder as opposed to the buildup and whatnot you have any other combustion chambers so what we're gonna do is we'll give you a few tips on how to clean this up usually if they're like really loaded up with grease and oil and whatnot and get some engine degreaser and a pressure washer you get it cleaned off you can see this is reach the level where that's acceptable to put back on we've taken the spark plugs out we have all the gasket surfaces out and essentially at this point all you really need to do is get the OL the gasket surface is clean and dry so that the new gaskets have a good surface to adhere to so what I normally like to do is I'll take a small scraper why not now this is aluminum so we're not going to dig we're just gonna basically write the the scraper over the top and just get the heavy stuff off and we'll do that all the way around until we get it all out we're going to keep this at a good low angle so that we're not digging into the aluminum at any point and then you'll do the same thing on your intake gasket area here now remember you have usually your intake port so these are : you definitely don't want to dig into the aluminum there and then on your exhaust side same thing you're gonna scrape off the heavy area and Buzz that off again it's good to have this the spark plugs out because we're gonna clean those holes out as well and then the next step would be you can take a small brass and I recommend brass not steel especially in the aluminum head and we'll just work our way around in the combustion chamber clean off the top of the valve you see it takes it off pretty easily and we'll get around up in there and then what I can do is you can do one of two things if you don't have air power which where I use a little angle head die grinder with the 3m what we referred to as a cookie and we'll end up buzzing all this off now this is basically example but on an aluminum head you would use a blue cookie they actually are made in several different coarseness and the blue is the very fine which is all you need to just basically take the surface down nice and clean you don't have the air power you can actually go out and buy a pair of scotch-brite again you know this is a very fine so this is what you want to use on aluminum and we'll use that to clean up the surface and then we do is if you don't have the the tool you can take it to a small machine shop or why not this is essentially an engine straight edge and this is actually an edge that is accurate to a half a thousandths of an inch and what you'll do is you're gonna place it in different angles on the head and then with a flashlight on the backside you're gonna look to see if any light is visible through the backside this is going to tell you have some warpage and you can tell how much by just sliding a feeler gauge in there until it's nice and snug but this is what we're going to use to basically test all the surfaces on both the head and the block and the preparation for the top of the block is going to be the same as this we're just gonna lightly scrape off the heavy stuff and then take the rest down at a 3m and the other thing you want to watch and the cylinder heads here and here these are your oil galleys that feed oil up to the rocker assemblies so you want to take a pipe cleaner or a small drill bit or whatever and just run it through there and you're going to find is usually gunk built up in there you want to make sure these are clean the same on the block you have these two galleys lined up in the same area same thing you can run a small drill down through it or a pipe cleaner just to get the gunk cleaned out of it dipped in mineral spirits does a really nice job cleaning it out and the mineral spirits do no harm when you eventually start the vehicle up this so little in there mix right in with the oil it doesn't cause a problem okay so essentially that's the rundown on cleaning up the head and I'll show you a finished product just to give you idea how you should look before you put it back together that's right so there you are you see you're basically your combustion chambers we've got all the heavy stuff cleaned out your gasket surface is nice and cleaned there's your intake surface again nice and clean we've put the straightedge on all of this and we determine that the heads are in good shape same thing on the exhaust and we have a nice clean glass you'll notice when you took the exhaust manifolds off some of the areas you're gonna find a double gasket it from the factory so take note of that where those double gaskets were because on some cases you may need to do that because the heads are nice and straight but the exhaust manifolds they're not built to the thousandths of an inch so sometimes one area is a little less pressure here to create a seal so they double gasket to make up for that so just keep that in mind other than that you just head and once we get that one done these heads will be ready to put back on the engine you
Watch Doug, our Land Rover Master Technician, install ARP Engine Head Bolts using Kit ARP4301 on a 4.0/4.6 Engine.
ARP Head Stud Kits Replacing Standard Engine Head Bolts with The ARP Engine Head Stud Set On 4.0/4.6 EnginesHi I'm Doug, your tech support representative here at Atlantic British. In this video we're going to touch base on an option you have if you're building your engine or doing head gaskets on a 4.0 / 4.6. And essentially what it is is a replacement set of studs instead of head bolts. Now you know a lot of the newer engines have the torque to yield head bolts, which you see a lot on now aluminum block, aluminum head engines. You're dealing with a high expansion and contraction rate which is why you need that style. But you find if you look, is you see a racing engine torn down, a lot of them will have studs. And studs are a little bit more secure. They cost a little bit more, but they definitely do a better job. So we're just going to give you a brief run down on what you would need to do to install the kit. Now we do stock for these. That's the ARP4301. Great kit. Comes with the studs. Comes with the nuts. And comes with the washers. So, we're going to demonstrate this on a nice new block. But you would normally do your prep work. Of course, clean out each hole, make sure your threads are clean. Run a chaser down there. Make sure they're all cleaned and lubed. With the studs though, what you're going to do is instead of putting a dab of oil on that you would normally do on the head bolts, because the studs are inserted and they're going to be stationary, you're going to take just a dab of thread lock. You can buy these at any parts center. And it just takes 1 or 2 drops. And you just want it so it locks the stud in place. Now you'll notice the nut is designed to be a 12 point. You would use a 5/8ths or a 16 millimeter 12 point socket. You want one in half inch drive so that you can torque these down once you get it together. And you'll also notice that you have a coarse thread on one side, fine thread on the other. The coarse thread obvious goes into the block. The fine thread remains up top for the nut. Now you'll also have 6 studs that will be longer than these and they are going to be in the top 3 center holes. You'll notice that when you take it apart, your head bolts. You're going to have 3 larger than the rest of them on each side. So, make sure you keep note of that when you go to put this together. So essentially all you're really going to need to do, you can do this one of two ways as far as installing it. You can run a nut down on one of the studs. We'll take a little bit of the. And just say you'll only need like a little drop. That's all it takes. We'll run the stud into the whole. And we're just going to bottom it out until it comes to the shaft of the stud so that it will stop at the point. And you'll notice that I don't even need a driver. In some cases you may. You don't need to have them real tight. You just need to snug them. And you can do that with either a stud puller or stud remover which will slide down over the stud and look like a socket. Or just use the socket itself on the nut. And that's all you really need to do. Just lock that in. We'll run the nut out. Let me get a ratchet and we'll put that on there.Reason I do that because most of your larger half inch won't go down or are not accurate at a 35 foot pound reading, where the smaller 3/8ths drive is. So we'll do the same thing as we did on the head. Basically we're going to start here. Go to this. Go to this. And go to this. And then one more time down the row just to make sure everything's squarely torqued. Alright. So here's the finished product. You can see studs in place. Nice neat appearance. Plus the fact is it's definitely a more secure set up than the torque to yield head bolts. So, this is something you might want to recommend, I would recommend that you do if you're doing a head gasket change over. Or you're doing an engine rebuild. You want to hold onto the vehicle for a while. This is the route to go. It's really worth the extra money. So when you're ready to do this to your 4.0 or 4.6 just give a call to any of our knowledgeable salesmen at 1-800-533-2210. And thanks for watching.
Watch Doug, our Land Rover Master Tech, remove and replace the engine in our 2000 Discovery Series II with one of our exclusive remanufactured engines. Doug goes in-depth in this engine installation, which in real-time should clock in as a 10 hour service. We recorded the process starting in January 2017 and finishing in November 2017, working on it when time allowed. It actually sat for months, as we had other things on our schedule to work on.
Engine Item # 9257DRK / 9257BRK Replace &Install Short Block Engine Demonstrated on 2000 Discovery Series II. Hi I'm Doug, your tech support representative here at Atlantic British. In this video we're going to touch base on what unfortunately becomes a pretty common item. As these Discovery's are getting older what's happening is we're running into head gaskets, slip sleeves, damaged cylinders due to burning coolant, a number of different things where you would end up requiring to replace the block before you;d be able to do a proper rebuild. So what we're going to do is we're going to show you essentially how to remove the engine out of a Discovery. This is a 2000. Essentially 1999 to 2004 are all going to be pretty much the same other than the 2003 and 2004 some have the secondary air that's just a little bit more involved there. But what we have here is a 2000 Discovery. The heads are already off the engine. We made a determination we have a bad cylinder sleeve. And we're going to have to rebuild and replace the block. So, we're going to show you basically what you're going to need if you want to change the engine over on your Discovery. So essentially we're going to start from underneath the vehicle. And there's a lot to unbolt when you get underneath. Main thing is going to be you have 4 bolts that attach the transmission torque converter to the flex plate. We're going to access those from an opening that's just above the starter. We're also going to be taking this little bottom plate off so we have access so we can move the torque converter. This bottom panel that sits underneath the front pulley of the engine, we'll take this out so we can put a ratchet and a socket on the lower crack pulley so we can turn the crank. That makes that easier. Starter wiring. Knock sensor wiring. We've already removed the heads off this engine so we already disconnected at the exhaust so the exhaust is floating free. You've got your 2 cooling lines that run from the transmission up front to the transmission cooler. We're going to unbolt some of that. There are some brackets on that that attach it to the engine. And the of course the bottom bolts for the back of the oil pan. And the 2 on each side above where the transmission bolts to the block. And then the other 2 we'll get to from up top. We're also going to unbolt the, probably unbolt the mounts. You've got 2 nuts on the bottom here. Some of this like the mount bolts you'll want to pre-soaking in penetrating oil before you get into to the rest. Give that a chance to work it's way in. So there's a bit to do. But it's all got to get done. It's not all that bad. It's just a little time consuming but it's nothing but nuts and bolts. All right, so, first things first. We'll start with the heat shield that surrounds the starter. And that will give us access to the 2 wires that attach to the front of the starter. The S wire and the battery cable. And what holds that on, the back of it is a snap clip, but in the front there's a little hidden bolt right up on the engine mount. Just over that plate on the inside. You're going to have to do it by feel. A 10 millimeter head bolt. And that's what attaches to the front of the heat shield to the motor mount. You need to remove that to get the heat shield out of there. So we're going to sneak up in there with a ratchet and short extension, a 10 millimeter socket, take that bolt out. so we've taken the bolt out of that shield on the round the starter as they said there's just a snap clip on there so we push outward and then come back a little bit now like I said earlier you have the battery disconnected so you don't have to worry about shorting out or touching that wire and this is gonna just sneak right out the front steering that comes right out there's the snap clip I'm talking about so you can see this just basically grabs right around the starter solenoid take that out alright so our next step is going to be to disconnect the cables off of the starter and you have one 13 millimeter nut for the battery cable and then a little what they call the S wire which is your wire which engages our solenoid just simply plugs in we can grab that with a pair of needle nose pliers and pop that out once we clear that out of the way and we've also got on the same harness the wire for the knock sensor which we're going to disconnect there and then then we can just take this part of the harness and swing that right up out of the way and then we're going to look at the couple different ways we can get at the four bolts that both the torque converter to the flex point alright so there's an access to those four bolts that hold the torque converter there's a rubber plug on the passenger side right above or right here underneath the starter and just above the offhand it's part of the back of the off pan you pull that rubber plug and you'll be able to get a direct shot at the bolts now there is a recessed in the oil pan so I usually find the best way to get at it is to use a long extension about 11 inch with a 13 millimeter side get enough ratchet and then just get in there and turn it to break it loose now to get each one to spin this I find the easiest way you take a 15 16 socket and a rat long ratchet and you get on the front pulley ball then you can just turn the engine you can turn it in either direction and if you have a little foley mirror that makes it even easier because then you can actually see up in there to be determined where the bolt is so bit of a pain but that's the way it's designed that's the best way to deal with it the only other way would be to make it any easier would be maybe to drop the front drive shaft to get that out of the way so you can get your hand up in there or even just drop the oil pan what you're gonna have to drain the oil anyway before you pull the motor out so this there's alternative ways of going about it so we're gonna take those four bolts out and then we'll go to our next step which will be accessing and getting to the bottom bolts locking the block to the transmission alright just quickly so we got the four bolts out this is what they're gonna look like is four all the way around thirteen millimeter head like I said they're not all that easy to get at but you can get at them so the next step is now we're gonna be unbolting back in the block from the transmission will do the lowers first and then we've also got a disconnect the transmission coil whines because they are held by brackets that bolt up to the oil pan we'll get that out of the way and at that point well actually be pretty close to ready to take this out the last step will be taking the nuts running the nuts out of the bottom of the motor mounts and then we'll set this down and we'll start disconnecting from up top so we'll start with the transmission cooler lines because the brackets that lock them in place there's one area where the coil lines are right in front of two of the bolts that we need to take out for the transmission to block so you have a clamp here and then another one up front that's got ten millimeter nuts we're going to take those out and then that will allow these to float around nice and loose and get them out of the way we're gonna leave them in place we're not going to disconnect them from the cooler we're not going to disconnect them from the transmission this way you don't lose any fluid you won't have to worry about doing that after you do your reassembly all right so now we've removed and disconnected the three clamps on the transmission Coll line so they're a little more flexible now it gets a movement so this way we can move these out of the way push them out the way when we get to there are two bolts facing the front of the engine on the back of the oil pan and two on this side we need to take those out and then you have two on the bottom and then one on this side and one on this side and the rest we'll be able to do from the top will show you a little trick on how to get to that so from now we're gonna take those bolts out and then we're also going to remove the nuts that face down on the motor mounts once we've done that we're pretty much free and clear underneath and then we can get back up on top and get the rest of the bolts out and get this engine out all right so now before we throw these bolts in the trace we're gonna do is I want you to show you take note you got different length bolts that come out of each location you got these four bolts or what's going to come out of the back of the oil pan into the transmission these are the two that are up higher at about three o'clock and nine o'clock and then these two are the ones that run through the bottom of the pan into the actually the bottom of the transmission bell housing and into the pants so just take note of the links so that when you go to put it back together you put the right bolt and right hole so we're going to throw those in one of our trays and we'll put that aside and now we'll get to the two nuts for the motor mounts alright so now that we've got the transfer the transmission to block bolts out on the bottom we're gonna take the two nuts out of the motor mounts you have an 18 millimeter nut one here facing straight down and another on the other side pointing straight down so you can get at these with a long extension and a good size ratchet a breaker bar or an impact gun once as it goes out we actually have a little hidden bolt right up here which holds this knock sensor harness up against the block instead of being a plastic clip it's actually bolted on so we're gonna get a half-inch socket on that and zip that out and that should pretty much clear us from underneath after this pretty much clear sailing we do need to drain the oil and remove the oil filter before we put it up before we put it down on the ground so that's pretty much that's pretty much it from underneath so let's get that done and we can set this vehicle down on the ground so now we've got this set down and we're ready to finish off the top end disconnect so that we can pull this motor out so what we're going to do at this point is we have the lower the upper : hose right here that runs from the thermostat over to the water pump and then over to the heater hose we're gonna remove that so we can move that out of the way you have an electrical connector right here for the oil pressure sensor and then there's another underneath for the camshaft sensor there's a plastic connector in there with a squeeze tab on it and you squeeze that down we'll disconnect that by doing that this harness here will be fully disconnected and we can swing that up and out of the way and get that out at that point we should be able to easier easily get at the oil engine oil cooler which some vehicles are equipped with some are not and you'll be able to tell this is one of the lines right here for the engine oil cooler then there's another that comes in up below a 7/8 open end wrench will crack that loose and we'll take those out we've already drained the oil and we've removed the filter so when we take that line off we're gonna drip a little bit of oil but not too bad so maybe you want to put a rag or some speedy dry or something underneath just to catch that a little bit so let's get this apart so we can get the engine hooked up and get it out of here alright so before I pull the hose off on just a few things the clamps that are gonna hold that hose on are nothing more than just a squeeze type so you're going to grab your trusty pair of water pump pliers squeeze down and on and lift them up now what will happen is these are probably been attached for quite some time they're not going to come off easy initially and just take the water pumps set it up for about the right size of the hose and if you grab around the end of the hose and twist back and forth all of a sudden they're just going to crack loose and then you grab just to the outside of the pipe so as you squeeze it rolls the hose off now before I pull this off there's going to be some residual coal in there and probably sitting in the pump so I'll throw a pant or catch pan or something underneath so that's gonna catch that so now we'll just roll that out so we'll do this and this the same way this holes will be out of the way alright so here's your two connectors removed this is the one for the oil pressure switch there's a little metal spring top you're gonna depress that and then this will pull right off this one is a little more difficult because it's in an area you really can't see but this is the tab I was talking about it runs across the back you just reach in underneath with your fingers and just give that a really good squeeze sometimes it helps to push it into the connector squeeze it and you'll actually in most cases you might even feel or hear a little click and then you'll pull that right out so now we need that harness up out of the way and that opens up your view now to the two lines for the oil cooler you have one right here and there will be a 7/8 open end wrench it'll crack that loose and then the other one underneath again it's just it's a no see but you can feel it you feel the pipe run up and there's a nut the same size as this one right up underneath we're going to be able to sneak a wrench in and probably have to tap it with a hammer just to get enough leverage to be able to swing that wrench and this is the transmission coil line you can just push this down out of the way it's flexible now because we've unbolted it from underneath and once we get those two out then what we're gonna do is we're get-- the engine crane hooked up and the trick to getting the back bolts and we're at least getting better access to them has been that with the lift we're gonna pick the engine up we're gonna unbolt these brackets on both sides take the motor mounts out completely lower the engine back down and it will now lower three to four inches lower than it would be with the mounts which exposes the pop bumps in the back and makes it a lot easier to get at them once we've got those bolts out this is ready to come out alright so we've got we're at the point we're ready to start pulling the motor we want four bolts up top that we've got to take out plus the motor mounts but before we do what we want to do is put some support under here under the bell housing of the transmission as you can see there's no mount and so when we pull this engine this is going to want to drop and it's going to want to drop down this is a woman housing so we don't want to bang it on a crossmember we don't want to bang it against the driveshaft we'd kind of like to hold it about where it is so that when we go to put the new engine in that we were able to line up the bolt holes a little easier so what I'm going to do is you simply use a regular pull strap these little straps are very strong and what I can do is I'm going to sneak it over the frame over the catalytic converters - under the bell housing back up to the other side and then come down to the frame and we have these convenient pull hooks that are on the discovery tools that they use done when they ship them over from Europe that they could lock them down in place in the container so these come in very handy right now so that's all we're gonna do right now is we're gonna run this up route it up and over under the bell housing back over the frame and we've got enough room between the frame in the in the body speak this through all right so in this case because of this strap the the turnbuckle or lock buckle right here was going to go up over the frame so you can also hook on the radius arm did the same thing basically over the frame under the bell housing back over the frame and hooked up there get a little bit more slack than I'd like so we can just take a little wooden block and throw that in there that's not going to go anywhere and so now we're basically ready underneath we've drop this back down and we're going to raise the motor enough to take the motor mounts out then lower the engine which will actually be now lower than it would be sitting on the motor mounts so you get better access to the four bolts on the top once those are out this engine is out alright and last but not least before we get into doing this though we realize we gotta take the hood off because we're going to need clearance we're gonna have to come up quite high you really don't want to put this hood will fall back but it'll only go so far before it starts digging into the plastic cow and possibly bending the back corners of the hood so relatively easy to take off one thing you definitely don't want to forget is to disconnect the washer hose pull off this nipple right here and then we have 4 13 millimeter head bolts we'll take those out and it actually will stay in place even with the bolts out while it's on the prop rod and then it's just a matter we'll take the prop rod we'll slide it down a little bit before you do call your neighbor a friend because this is definitely a much easier job for two people once you've got this out of the way and we'll get to work taking those top bolts out of the engine so you see now we have the hood off and what's very easy to take off like we shown and it's very light it's an aluminum hood now we have that out of the way now this opens up the entire area to make this much easier you'll also notice what I have hooked up to the top is what they call a load level or for a portable you can rent them you can buy them they're not that expensive and they just make the job so much easier essentially what happens is you'll be hooking this to the engine hoist and you can turn this handle so change the position of this Center bracket and then that will actually change the tilt of the engine so that as we come up and out it'll make it much easier and it also makes the installation 10 times easier so something you want to consider before you go pulling it out so what we're going to do now then is we're going to unbolt the motor mounts where they bolt to the engine block we've already got the two bottom pins done so we're gonna hook this up pull this up a couple inches access these inside bolts is to there's actually three bolts that hold them out to the block once that's out of the way we lower it back down we're gonna be only get to those back bolts all right so now as you can see with the motor mounts and the brackets removed in the engine load we've got very good access to these four top bolts on the top of the bell housing now we're gonna at this point all we need to do to move out of the way is the O2 sensor connectors for upstream you'll see one here and there's one on the other side they just slide over a metal tab that has an indent in it and you'll see a little push button right there on the top of the connector and you're gonna slide that to push that in towards the center of the connector to release it that connector will come out and then you're going to basically grab the back side of it with a push tab to separate the two halves of the connector to get that out of the way and then right here we have our crankshaft sensor connector and we're going to squeeze this top tab pull that apart that gets the wiring out of the way so now we have good access because the one bolt on this side and the other side at the lowest points are holding the bracket that holds those O2 sensors in place so the right in the way those connectors so we're going to remove those and then we're gonna take those four bolts out you can use if you have a flex head ratchet and a socket will work good they're gonna be half-inch heads I might prefer using I use a box socket wrench which basically has a flexible socket on one end and an open end on the other and that seems to work pretty well or even an offset wrench they're gonna be a little tight initially but once you break them loose they usually spin out fairly easy so we're gonna go ahead pull these apart take those four bolts out and then we'll be ready to pull this motor out all right so I'm going to show you a neat little trick being that the bolts on this are half-inch so we have a half-inch wrench we got a box socket down on that lower bolt I really don't have a lot of leverage so if you take a 3/8 break a bar and put a 3/8 to 1/2 inch adapter on it of course that adapters gonna fit right on the wrench and now you've got leverage to break this bolt so we got the four bolts out of the back we showed you how to take them out and at this point danger was ready to come out literally all I we did was put a little tension on the chain grab the front train back and forth and the engine just come right off the transmission in most cases that's how I've had them come off once in a while you're going to get one that's going to be a little tight you can take a long straight blade screwdriver and get in between the transmission there's and the engine is a couple areas that race the areas that are just for that purpose sometimes they just need a little gentle persuasion but for the most part they actually come right off so now we've got this away from the transmission we've centered up you're gonna check underneath you've got a couple cooling lines or whatnot that may grab a hold of something under the bottom so you just want to come up a couple inches at a time check your lines check your hoses a little couple inches at a time and eventually we'll get it right up and out of there now we have the adjustable adjustable top piece so that we can change our angle as we come up and as we come down by putting that in angle like this you sort of shorten the length of the block the other thing on the exhaust so going back to that piece of cardboard that we put in front of the radiator is also going to protect it in case this suddenly swings forward this suddenly swings forward and touches the radiator and we're gonna punch a hole in it we can square this off it's a snug fit but it does come out try to hold it square we don't catch the wiring harness in the back and you come up now remember to as your arm comes up it shortens the distance so that this engine is actually going to move forward a little bit as you're coming up so take that into account you just want to hold it back just a little bit we're gonna have to go up quite a way because we still have the oil paint underneath there forward where the adjustable comes in real handy we can pick up the back end a little bit and clear the oil pan and there we go she's out now it's just a matter of getting things prepped on the new engine that's going to go in and we'll reverse the process alright so we have the engine sitting here and then what we have to do now is we have ancillary parts that got to come off this engine that are going to go on the new one because they don't come with the new short block and you're looking at flywheel Assembly your starter front cover front pulleys and then we still have the crankshaft position sensor and in some engine designs your replacements not going to come with an oil pan either so we're going to remove the oil pan and that basically is stripped a block down to its bare essentials you know you would be getting new lifters and some other pieces on there but for the most part we're gonna need the majority of their loose outside parts on this to transfer over so first we're gonna start with the flywheel are actually flex plate and then a torque wheel because this is for automatic transmission this is the flex plate that bolts to the torque converter there's your gear sets right there for your starter starter on the other side and the course front cover an oil pan so let's start at the back and we'll work our way forward alright so starter first you have two bolts on the starter one top one bottom eight millimeter hex drive and I'll run that there and we'll get those two bolts out I'm sure we save our hardware we're gonna need those bolts to put it back in and now we're going to take flexplate and torque wheel off now something you want to do when you take this flex plate off these are notorious for a hairline cracking where the bolts go so you want to give it a really good inspection to make sure no cracks no stress fractures nothing on that so we this one looks clean put that aside then we have our large spacer and then the flex plate is basically held on by a hub and we've got six bolts right here that have eight millimeter hex drive in them and we're gonna take those off now these are in these are in really tight plus when they go install from the factory they're also held in by lock tight so I find sometimes even an impact done isn't good enough to break them loose now you can either put like I said a large screwdriver through here to kind of hold it in place I have a tool that's been around for a long time and is used specifically for holding a flywheel or attorney so we're gonna use that to hold it and I'm going to put a breaker bar on this with a reducer adapter so that essentially we're going to reduce down from half inch drive to 3/8 drive meter then we're gonna break these loose by hand and take them out okay we have that off make sure again save the hardware put it in a spot where you're not going to lose it so we're gonna do now is the last item in the back is going to be crankshaft position sensor which is on the left-hand side of the engine alright so the next thing we're going to take off is the crank position sensor and we've got basically an insulating cover over the top of it so we've got two bolts here that are seven millimeter we're gonna take those out take the shield off and then under that is two nuts on too long studs and those are eight millimeter and once we take those off the sensors out alright so we got the two nuts out we've got the shield off and then you have the spaces here that lock it in place again put them in a safe place don't want to lose them and then you just slide that crank sensor right off those studs don't worry about the rest of this this will come on the new short block so now at the front of the engine we've got water pump pulley lower pulley and front cover so we're gonna do is zip off these three bolts take that pulley off 15:16 so take the main crank pulley off and then from there the damper just slides right off to things you want to look at when you get to that point you want to look for heavy cracking and splitting essentially a vibration damper or this lower pulley is a center hub with a rubber ring and then the outside pulley I've seen a number of these come apart this rubber dries out and the whole outer outer area the pulley area can actually slide right off and cause damage so if you see any dry cracking and whatnot I would suggest replacing this and then on the water pump I would suggest if you're going to put a new engine in you're gonna take the water pump out replace the water pump put a new one in you really don't want to take any chances on overheating or have the thing go a couple months down the road after putting a new motor so just a suggestion so we're going to zip this off and get this out of the way so we can take the front cover off all right so at this point now we're at the water pump and what you have is four bolts here here here in here are 7/16 or 11 millimeter and these go all the way through into the block and then the shorter ones the 10 millimeter are the perimeter bolts and once we zip those out we can take the water pump right off and then from that point we're just going to take all the perimeter bolts off of the front cover and the front cover will come out as well so here's the water-pump like you said once we took the bolts out of tap straight off definitely want to replace the at least do the gasket on this now right underneath it is your camp position sensor we're gonna zip this off there's an 8 10 millimeter bolt and that's going to come right out and then we're gonna do our perimeter bolts on the front cover all right so two things to note you'll notice that when you're taking the perimeter bolts out the bolt that's in this position has a little bracket on it you want to make sure you make note of that so when you go to reassemble the bracket ends up in the same place that's the basically the hole down for the connector for the camp position sensor we want to make sure about that now you've got the perimeter bolts in there are also three nuts underneath there are studs that come down through the front cover and go through the coil pan and you need to take those three nuts out as well now the studs that are fairly long so you can do this one at two ways you can either take a little stud puller and pull those three studs out in which case then you can just take the front cover and pull it right off or what we need to do now is we need to unbolt the oil pan so that we can get the oil pan down out of the way so that we can then pull the front cover so we're gonna take care of that oil pan right now now what I'm gonna do is this is kind of a neat little trick you got a little bit of a stub that sticks out of the back from the crankshaft so you really can't lay this right up on end without some kind of a spacer so what I do is use that point there and we got some coolant left in there so now that we've got this leaned up you can see you've got a row of bolts on both sides basically we've already got the back bolts out and when we pull the engine you got a bracket right here that we want to make sure we note when we take that off and then there you can see where your stud is this one came out with the nut but again there's your there's your three studs so we're gonna zip these two premier lines of bolts out that's going to move the oil pan they'll be the oil pickup tube we zip that out and then from there we can just take the front cover off all right so we've taken this line of bolts out now just the note you have two more down in these wells these are at the very back of the oil pan and up inside so a lot of people forget about those I've zipped those out so now we should have all the bolts out so we can tap off the prefer to use a rubber mallet as opposed to a steel hammer obviously because it's aluminum you don't want to you really don't want to crack it you just can see somebody RTV the heck out of this but you really shouldn't do something I'll suggest to afterwards once you get all this off before you go to assemble it may get some engine degreasers or cleanup or take these to your local machine shop and have them hot tank this what it'll do is it'll clean off all the oil and grease get all the money out of it you really don't want to put a new short block in and have something like this in the bottom of it so here we have the oil pickup - we got a 13 millimeter nut here we've got two eight millimeter bolts here that will take the oil pickup tube out and then from there we can then remove the stock in there and we can remove the front cover so something also make know enough here's the yeah here's your I'll pick up two removes you have an o-ring here at the end and definitely want to replace that before you put a new one back in always put a new o-ring and then take a note that you had a stud a nut and then this spacer that went on the back of that bracket then the bolt would run through and then bolt to the block and that put this in the proper position so now you've got basically you've got everything unbolted and then we can just take a rubber mallet on this Center should break it right loose again whoever somebody's been into this engine before and obviously really likes our TV which is sort of a no-no plus they've got washers now between the oil pan and the block which is also no no and we'll lift the front cover right up and out now I'm gonna make a note we've actually touch base on another video about these front covers but essentially what you have here you can take these six Phillips screws out or actually I think they're posi drives now these are Phillips and inspect your oil pump alright you have an inner gear and an outer gear the outer gear basically is the rides against or sits in this housing the front cover so you want to make sure there's no scratches deep marks or whatnot they can affect oil pressure any marks at oil at all any scratching you want to replace the front cover and these oil pump bolts so just a note so that's pretty much it you've picked off what you need to strip off the rest is going to be on the new short block you put in and again would be a really good idea as far as the auto-pay in the front cover if you can get them cleaned off as well as possible would also be a good idea to do two valve covers at the same time and just get those items cleaned up so not only will you eliminate the fact that you could have somedirt or contamination so inside of them when you put them on the new short block but also they've making a cleaner approach to make it much nicer when you sort and put it back together and the engine itself will have a nicer appearance so we're ready to start putting this together we're gonna start at the back and essentially show you is that how to reinstall the the flywheel the flex plate and the starter that basically is going to kompis the back and then of course your crankshaft position sensor so we'll start with the flywheel and if you notice you have a pin to stick the back of the crank and that pin is gonna go to your locating hole and you'll see this sort of toothbrush all the way around that's an indication that's got to go towards the block because that's where the pin from your crankshaft position sensor is gonna ride so I usually just take one bolt and we get that locating pin lined up we can rack this back and forth until it drops in just take one of the bolts and we're gonna start we're gonna leave that half hanging out reason being is now we're going to put the other five in we're gonna put a little drop a thread lock on it and then we'll take that one back out put the drop a thread lock in and put that in all right so we've got a little thread lock you can pick this up in any automotive center and we're just gonna basically put just a little stripe right there it doesn't take much just need a little bit go in and we're gonna do that the remainder three bolts so we're gonna take this one back out actually even at this point we can do so now you got two bolts in there to keep the flywheel and dropping out squeeze a little bit on there and then put that back in alright so we're gonna do the other three the same way and then we've gone to the book and refer to your torque specs and these six bolts get torqued down to 58 foot-pounds handy little tool sort of old-school not many guys have got them anymore but this is basically for holding if it's a flywheel holding tool and they are still available so we're just gonna go around we're going to torque them all up to 58 and then we're gonna go back around and just recheck them all so you'll notice on the first torque I do it and diagonally I go across sort of in a star pattern and then just to make sure that you've got them all what you do is start at one point and then just recheck them all the way around in a circular motion so you know you've got all six and all all more torque to the right spec alright so the next thing we're gonna put on is the flex plate now you can see these are relatively thin you see these markings on here so you can see that this this originally was bolted to this side would have been to the transmission and the one with the full circular pattern would fit what you've got here so they would go on in this direction it really doesn't matter if it's the same both ways this is the plate that connects the engine to the transmission the full load of the engine basically goes through this plate to get to the transmission so what happens is on these and I've seen it happen many times they get a hairline cracking them something usually right in this area from the bull hole out to the outside and they give you a noise when they operate so you want to make sure that you inspect it really good put a good light on it go over it make sure you see no cracks in there whatsoever before you put this on so we're going to set this in place put a dab of Loctite on there just to make sure and then these get torqued to 33 foot-pounds alright so next what we're going to do is we're going to put the crank position sensor in that's going to run right here now this is a Bosch engine on the GEMs it'll be a little different but the positioning is the same and what we have then is essentially the sensor goes on then there's a pair of spacer barrels the nuts and that locks the sensor in place and then there is a heat shield cover that goes over the top of that with two long bolts the nuts that hold the sensor in are 8 millimeter the two bolts that hold the shield on are going to be seven millimeter so get your tools accordingly alright so just something I wanted to mention that should have mentioned earlier you had that groove cut in the back of the flywheel as I mentioned the the crank sensor rides inside that groove there's a little pin off the front of the crank sensor I've seen in many cases where when the process of taking the old engine out and that we're reusing the old crank sensor that sometimes that pin can get bent in the process so you want to make sure that you look at that pin it's nice and straight and you can actually look down in the opening here between the back of the flywheel and the block and you can see the pin of the crank sensor sticking out and it should ride right in the middle of that groove if that's the way it's set up then you're perfect you're fine but you just want to double-check that all right so put on the back is your starter and this is definitely a lot easier to do it now than after you drop the engine in place because this top bolt can be a bear so they're essentially the same style bolt is what you had on the flywheel 8 millimeter there allen head one on top one on the bottom we're gonna slide the starter in start the two bolts torquing down to 32 foot pounds and we'll be in and that will basically be it what we need to do with the back then we're going to show you how to put the front cover on in that area alright so just a quick review crank sensor crank sensor cover flex plate flywheel starter so now we get everything on in the back and then what we're gonna do next is front cover alright so now we're into the front of the engine and the first thing we're gonna do is put the front cover on the front cover includes your oil pump and it's actually a fairly large component and the reason we're replacing it on this because we've checked it out and we've looked at the old oil pump there's a little bit of scoring and there's some where you certainly don't want to put an old oil pump that may not be able to bring oil pressure up to where it's supposed to be on a brand new engine you want everything nice and tight so we're going to put a new front cover on it so the first thing I like to do we're going to do two things to get this prepped we're gonna take some sealant that I call it what it's called high-tech and we're gonna spray some sealant on this surface right here where that front cover makes contact and even before I do that going to pour some motor oil I like to get the chain nice and wet before I put that in this way and when I get to the point where I'm ready to start the engine I know I've got a well lubricated chain so I'll just grab any one it doesn't matter because it's mostly gonna drip off so the replacement gasket you'll notice has a black bead on one side and not on the other and this is actually going to sit in this position and you notice when I sprayed I also sprayed around the coolant portals on both sides because we want to get a good seal there and then what we'll do to now is we'll spray the back of the gasket and we're going to wait about five minutes late get a little tacky this is gonna do two things one it's gonna help seal better two it's gonna hold the gasket in place when put the front cover on we don't have to worry about pinching the gasket or having it seen out of place when we go to install it all right so gaskets in place you can see this does a really nice job holding it's got nice and tacky and we'll just a little fingertip tap there now if you don't like the the red that shows up around the seal or don't worry about that after you put the cover on you can shoot a little brake cleaner on every why not washes it right off so you won't even see it so everything's sitting in place now when you put the front cover on as they mentioned earlier the oil pump is part of the front cover if you wanted to get more information on this we actually have another video that basically is a overlook of how this is put together so here's your oil pump drive and you have a key weight on the crankshaft what we're gonna do is we want to kind of get an idea what angle that pin is that we kind of want to set this inner gear and about the same angle and it'll just make the installation easier you know we need to do really is to just line that up and slide it on so once you push it in place you'll notice now you have two locating dowsers pins here and here once you get this up in place you're gonna line those up and this will just set right in place so now it's nice and square so we're gonna do at this point is we're gonna replace install the lower bolts and we're just gonna set them in snug I'll you'll notice that some of these pass through into the block so it's recommended by Landro we're gonna put a little black RTV on the threads just so that it seals all the holes because there's a couple in particularly that paths actually go through into a water jacket in the block we certainly don't want that leaking so we'll take the bolts we'll put a little sealer on there we'll set them in place and then we're going to torque them in so we put a dam up black sealer black art any of each one of these right you got the one long bolt here and then the others are all the same length and then just take note you have a bracket right here on this particular bolt this is the bracket that's going to support the connector for the cam position sensor which is going to go right here so all you want to make sure you put that on so factory specs your recommends torque specs of 16 foot-pounds you start in the middle and then we work our way around in a circular pattern all right so we're all torqued up on the bottom bolts because we're gonna have actually two more right here and another here and then these also pass through into the block and then we've got the water-pump bolts we're gonna do that in a few minutes but on the original front cover there's an adapter right here that does a 45 degree for the oil filter and we're gonna have to take that off the other cover to install it here now it's nothing's it's sealed with an o-ring so I just wanted to explain that and we're gonna show you this is three bolts you take that off and then we're just going to transfer it onto here so this is the elbow that we're talking about and you got four bolts that hold it and I pull the bolts out they're usually on there pretty stiff so you have a little bit of a land that sticks out right here and over here so you can tap on that with a hammer because you will have to knock it off so we've shown you the piece that's got to come off now in the old cover you're also gonna find this adapter and this is what that elbow would seal on and it does nothing but just thread over the existing threaded shaft you're gonna just run that up in there and it's because it's a one inch socket we'll put a deep socket on it we got to Snug that in and now what will happen is when we put the elbow up it's going to seal around that o-ring so put a little Vaseline on there just to make the ease of the installation we'll tighten it up and then we'll put the elbow on all right so water pump is gonna go on next and same thing we did with the front we're gonna basically look at the let's look at the configuration and looks like gasket goes on like so so we're going to spray the greenside we're gonna spray a little bit on that will they get tacky for about five minutes and then we'll be able to put the water pump on all right so actually the book gives you a torque spec where it's the same as what we did on the front cover below it's going to be 16 foot pounds and you have the three bolts this one here here and here which have a six 7/16 or 11 millimeter head on them and you're gonna torque those to 16 foot-pounds the rest of them they're ten millimeter heads and they just go directly into the top and you can see they're open holes they don't go into any water jackets and those are just gonna grab a ratchet and Saki and you're just going to Snug them in all right so last two I am is last but not least we don't want to forget we definitely got to put the cam sensor back in and that essentially is going to now you before you put it in make sure there's an o-ring that sits at the bottom you want to make sure that's there so that that goes there and then of course there's our bracket now what happens on a lot of these the two little arms that act as guides to slide over this you'll see in this case coming apart they broke a little arm breaks so you can tuck one sight in and we're just gonna wrap a little wire tie around there and lock that in place so I'll just to show you what the finished product is we got a wire tie locking this in your wire your hole that's in the camp sensor for the bolt the bolts got through it the clamp in place so everything's all locked down nice and tight now we're just going to put the front pulley on and lock that down and we'll be all done basically with the front alright so same as with our pump did you have that key weight and it extends out through the oil pump so that it also locks onto the front pulley you can see the front pulley has a cutaway for the key so we get them pretty close to about the same position we'll wiggle the Sun and then we'll just wiggle this till we feel it drop in put our bolt on now if you have access to an air compressor and a half-inch hammer air hammer I would suggest use that this bolt calls for a torque spec of two hundred foot-pounds which is real hard to try to hold by hand if you can get somebody to run a tool around the flywheel to hold it in the back while you apply pressure on here or run it in with an impact because that may get you close to the 200 I've had great success over the years I just run them in with a half inch impact that usually tightens up to a little over 150 foot pounds and they never come off so now at this point we're ready to drop this in place so we're going to set this up so that we can lower it in place get it bolted up to the transmission and then just as we did when we took it out where we're going to attach it to the transmission and set it down lower than it normally would sit to gain access to these top four or five bolts and then once those are in we're pretty much bolted up up top we can lift it put the mouth side settle it down the engine action at that point will be in place and ready for assembly so at this stage of the game where we where we're at is they got the vehicle set up on the Left we've raised the lift up up a bit so that we have room for the legs for the for the crane with the air out of the front tires got to get the nose down so we can work our way over without having to climb into it so basically what we're going to do at this point is just simply Jack it up set it over the top and drop it down you notice the oil pans not on the reason for that is your sump is about five and a half to six inches deep which is that much higher you're going to have to Jack the engine to get up and over the radiator support so leave the pan off you can bolt it in once this is in the vehicle and on the mounts it's still very easy to install a pan from underneath so what we've also done is at this point I have a jack stand set up underneath the transmission with a wooden block on it to protect the pan and we can raise and lower the lift a little bit to sort of raise and lower the transmission position so that we can easily get into those top bolts and bolt up the top on on the motor now the other thing I was going to suggest or that I always suggest is you want to set one of the bolt holes for the trim for the torque converter that on the flywheel at about a seven o'clock position and then do the same thing for the torque converter so this way the two bolts are relatively close to each other so once you get the engine in and locked in it doesn't take much just to move one or the other to get it lined up so you can put that first bolt in and then after that it's just spin it and bolt it up and we'll cover that as we go along so that's where we're at right now so if you're doing this on your garage on jack stands then you can always do the height change on the transmission with a floor jack now as of right now you know we've got the strap underneath and that's basically just to keep the transmission from falling out from underneath so so we'll put a wooden block on the and of the floor jack just to protect the pan of the transmission and slide it underneath and you can raise and lower it that way so here we go let's put this engine in so you'll see something that you may notice the strap that I have on here essentially what has happened is a lot of these wealth the lot of these cranes the bar will not come out far enough to actually get the motor to reach against the transmission so using this tool and raising the lower in the vehicle on the jack I can get the angle or the transmission and the engine lined up and then once we got the engine down in its proper height we basically put a ratchet strap on here on on this pipe that's basically as I pull the ratchet strap it's pulling the pipe forward pushing the engine back up into the transmission so we're able to get the right angle so right now we're in we're all lined up so we're gonna get the top four bolts in and then torque those up and then we can lower this down and start getting things ready to put the mouse on it and get that in place all right so you see the engine in this position we've got the four bolts in on the back we've talked them in now like I said you're not going to get a torque wrench you need just gonna have to set them in really tight because obviously they torque them up before they put the engine and transmission assembly and when they first built the vehicle so now what we're going to do now is we're going to pick this all the way up so that we have enough room to attach the mounts on each side we're going to show you that and then from there we just set it down and that's going to essentially put the motor in place and then from here we can lower the vehicle on the lift and actually start assembling the top end and bottom end of the engine alright pick this all the way up we want to watch to where the bellhousing of the transmission just barely touches the bulkhead and then what happens is when this raises this shorten is essentially the arm off the front of the vehicle so the other beauty behind this tool is we can crank this in and as we do that it's also going to move the crane back a little bit from the vehicle so it's not up against the front fender all right so we're all the way up in the air now I'll show you what we have to do with the mounts so what we've got in a used driver's side and you'll see this is a new mount of course you know when you first took the engine out you're gonna inspect the mouse if you see a major cracking or even a separation of the mount from the plate then you know you got to replace it so we've put a new mount in but usually the original bracket it's nothing more than an 18 millimeter nut with a stud just change that pick the nut off that'll remove the original amount put the new one in lock it down and then tighten it good and tight so essentially the mounts it's like so down underneath now it's kind of awkward because you have one bolt on top and two on the bottom and of course one of the lower bolts is sort of hidden behind the bracket all right so we're gonna lower the mount down in there and just line up the top bolt and we'll run that bolt in not tight but we're just gonna run it in till you feel snug and then back it off just a few turns so that we have a little slack so we can line up and install the two lower bolts you know we only need to get the lower bolts in by four or five threads the rest we'll do from underneath and then we can when you come back up top to assemble the upper area then we'll tighten the upper it's all in sequence so we got that in place so just to show you what it looks like in place this is the driver's side mount and we're essentially just gonna do the same on the other side put the top bolt in put the two bottom bolts in as far as we can by hand and then we'll set the engine down because obviously it can't go anywhere once it's done that and we can tighten up the ball and bottom bolts properly from underneath all right so just a note don't be afraid if the stud under of the mount doesn't Blayne right up with the one on the frame everything is built in tolerance and that's why they use rubber mounts you'll notice the stud here we've got slack on the chain so the motor is just sitting there the stud doesn't quite line up with the frame but that's why they make flexible mounts one tap and it's in will do the same on the other side we can disconnect the from this and then set this down all right so just so you get an idea say here's how your passenger-side mouth should look now on this one instead of being behind the hole as little to the outside just nothing more than just take a little screwdriver and give her a little push and it should drop right in so now the engines sitting nice and square on both mounts take the head bolts out and then we're gonna put the vehicle up in the air and we'll start assembling underneath all right so from underneath the vehicle now you can see you got a lot better access to the two lower bolts on the mount same width on the other side so at this point with a 15 millimeter race we're going to tighten those down good and tight and then we have the 18 millimeter nut and we're gonna do the same thing we've got to basically block down the mounts you can get up into these with a long extension an 18 millimeter socket well tighten those down good and tight and that will lock the motor down all right so the other good reason for leaving the pan off when you put this in is to access the four bolts that lock the torque converter to the flex plate as you can see when we explained earlier we want to get them fairly close in position and of course they never line up but you can't blow the torque converter very easily you can slide a long screwdriver just under the flywheel and then just move that torque converter up so you can see the bolt holes so there we are we're all lined up and we can put the new bolts and put one in leave that a little loose so that we can get the other three and easily and then we'll go back around and torque them up now to spend this the easiest way I found we've got the front pulley on so you're going to take a fifteen sixteenths socket and a ratchet put it on the center front pulley bolt and then we can just turn the whole engine around to access the other two bolts all right just a note when you get this top you're gonna see this open porthole right here with the two threaded bolts the essentially Land Rover head reused the same casting from the old GEMS engines where the oil pickup would attach here and come down would feed up through a galley that's up in the block well when they went over to the Bosch system they changed the design where you pick up tube now attaches all the way up here in the front cover so don't worry about leaving that open because that galley becomes blocked off when you install the front cover so don't worry about that when in case you're wondering what that is or if anything needs to be attached there with the Bosch engines you do not worry about that just leave it the way it is all right generally the procedure for doing the torque converter bolts because we're going to put lock tight on this but we don't want to put it on the first ball because we're gonna leave that a little loose and we don't want the stuff setting up with the bolt in that position so essentially what you're gonna do is you're gonna put the first bolt in you're gonna let it snug in back it off about a turn or so so it's loose the next three when you put those in you're gonna put a little dab of Loctite on those like we showed earlier with the flexplate bolts and then run them in take this one back out put the dab on it run it in and then we're going to torque them up all the way around so our next step is going to be to add the four bolts at the middle of the bell housing what I've done is I've started the bolt just so you can see the location one here one up above and then you're going to have two on the opposite side pretty tight to get at and again they're a half-inch head what I've used to get at these has been like a very long 3/8 drive extension with a half-inch deep swivel on the end and then a regular 8 inch 3/8 drive ratchet and with that we can run those in and get them pretty good and tight it's gonna be really hard to actually torque them so all I can suggest is at that point once you snug them in just give it a good hard twist lock them in and you're done on the bolt above because the right midsection are in a very tight spot I found it the best way to get to those is a half-inch shallow socket with a three inch extension and 3/8 drive and then a universal to your long extension in your 3/8 drive ratchet yeah they're kind of tough to get at but you can do it so our next step now is we're going to put the oil pickup back in now you look on the end of it and you'll see that there's an o-ring on the end and then your gasket set will come with a replacement actually it says right on the packet hole rings strainer and pipe we'll just take a small screwdriver and usually these are still fairly flexible we'll just peel that right out of there put the new one on and I always keep a little tub of vaseline or even a little motor oil or work whatever you happen to have around we're going to lube it up just a little bit so that when we install the strainer it's not gonna twist up the o-ring.
Jim offers a checklist of things to look for if you suspect your Land Rover is overheating. Watch Jim as he reviews many of the common signs of an overheating engine. Jim also provides an explanation of how to address an overheating engine.
Discovery Series II and All Rover Vehicles: When Rovers Overheat, What to look for & How to resolve.Hi it's Jim at Atlantic British. I take care of the technical support here. This morning we're just going to do an overview of your engine is overheating. The first thing you need to do is check the obvious things. Check your coolant level. Like in this truck, you can see it right here. You can actually, you don't have to take anything apart. You can see the coolant is okay. Look at that. If it's okay, another thing is, you have an auxiliary fan up here. Make sure that's running when it gets warm. Also on most of the Rovers you have a viscous fan. When the engine's warmed up you can probably turn the car off when it's hot and just touch the fan. If it feels stiff, that means it's working. Next thing to do when you check for the coolant level, if it was down, you have to figure out where that went. Top it up and have somebody pressure test the system. Let it sit there and then look for obvious leaks. You'll see it on the ground. Discovery 2's are famous for leaking radiators. Everybody buys 2 or 3. Another common leak on this car, the Disco 2, or if you have a Range Rover with the Bosch engine. Over here, on the throttle body there's a heater down on the bottom. You can see 2 little hoses here. It's a throttle plate heater kit. We sell them all the time. It's a common leak. And some people can't figure it out. Some people go oh maybe it's a head gasket. But if you got a puddle of water on your valve cover there it's definitely that. It's a very common leak and it's not a hard repair. I believe we've gone over that at one time. After you do the pressure test and you're not seeing anything going on, like leaking out on the ground which would be hoses, head gaskets or that plate I was just talking about, you need to figure out what's going on. So pressure test it again, and let it sit for quite a while. While you're waiting, take all the spark plugs out. Have it set for a couple hours. And then with 2 people, have somebody turn the engine over with the spark plugs out and see if you're getting some anti freeze out the holes. That's going to tell you there is something wrong with the head gasket or possibly a block. If you tear this engine down, get the head gaskets out and don't see anything really wrong with the head gasket, I would suspect the block. You can get it pressure tested with the heads off. There's a kit that a lot of places have that can do that. If you have the liner problem, on these later engines, it used to be the liner would drop. The later engines that can't happen. They've change the blocks. But what happens is, anti freeze can work between the actual aluminum block and the steel cylinder. It actually works its way up and dumps into the cylinder. You can notice this if you start the engine up cold and it skips for a little while and then clears out. You're maybe looking at a block problem. Especially if it's one of the interior cylinders like 2 and 4 and 3 and 5. It's definitely a block problem. Here at Atlantic British we are rebuilding engines, we have a whole program going, and we actually change out the liner with what they call a top hat style liner. We bore the old one out. We push this new one in. It's sealed. It can't do that again. So if you do have the liner problem we can probably give you another engine. You can call our sales department at 1-800-533-2210. Explain to them what's going on. Think you may have a liner problem. And they can probably hook you up with a rebuilt short block. We also have all the head gaskets. All the hoses. Everything's in kits. It's easy to do. Just grab all your parts. Like I said, check us out on RoverParts.com. Or give us a call at 1-800-533-2210 and we can probably fix your overheating problem.
Finding quality replacement engines for the Land Rover Discovery, Defender, Range Rover Classic and Range Rover models has not always been an easy task. Our Engine Rebuild Program offers high-quality 4.0 and 4.6-liter remanufactured BOSCH and GEMS engines - all with improved design and function over the Original Equipment engines! Watch as we walk through the lengths we go to in order to rebuild the highest quality engines. Questions about this video? Check out our engines section , call us at 1-800-533-2210 or contact us live chat.
Quality Replacement Engines for Land Rover Discovery, Defender, Range Rover Classic and P38 Range Rover vehicles. Hi. My name is Steve Springer, I'm with Atlantic British, and today we are going to talk about the 9257 engines that Atlantic British remanufactures. This is an example of the long block. It includes both the water pump and the timing cover in addition to the heads here. We install brand new rocker arm assemblies, new push rods, new tappet assemblies. The head is fitted with new valves, both intake and exhaust. And it is also fitted with new valve springs. The only parts that we reuse are the keepers here on the top. In addition to the heads we only use new rod bolts and head bolts. They are all stretchable one use bolts. So we ensure we get proper torque specs by using brand new bolts when we reassemble the engines. In addition we replace the freeze plugs on the side of the engine here and the cam seal here in the back. One thing that makes our rebuilds different than the original engines is that we use a specially designed cylinder flange. When we receive a block back we cut the original cylinder sleeve out of the engine and we reinstall these. Now these have a flange. What this prevents, first of all, is the sleeve sliding down into the cylinder. The other thing that happens is that this then seals against the head in the head gasket. This prevents any exhaust gases from escaping over the edge and down between the cylinder sleeve and the inside of the block. Another thing that makes our engines different is that we have also had manufactured for us special cam bearings and these cam bearings have additional oil ports that allow for a better lubrication on the front of the engine here, where all of the timing components put a little more strain on the cam shaft so this help ensure the camshaft is properly lubricated. When Atlantic British machines these blocks is what we do is we deck the blocks here (imagine the head removed), and what we do is ensure that the top of the block is then parallel saddles on the crank shaft. What that does is ensure the cylinders have the same volume. In other words your engine will run alot smoother, especially at idle, and will keep the stresses even on the inside of the engine. Often times when we receive these blocks back there will be 7 to 9 thousandths of runout between the front of the engine there and the rear of the engine there. And through our machining process we ensure that all of the surfaces are absolutely parallel. In addition, we polish the crank shafts. We do reuse the pistons and the connecting rods after they've been carefully measured, cleaned and we're positive they meet original equipment specifications. We use new pistons rings. We also use a brand new camshaft, and as I mentioned before new camshaft bearings to ensure that the engine operates better than new. 3 different options on these engines. We sell a short engine, which is just this portion of the engine with no heads, no valve components, no water pump and no timing cover. We also sell a version of the engine that has this block as you see it plus the heads and all the valve train components. One thing we need to be careful on these engines is that a Land Rover engine runs on particularly low oil pressure so you have to be sure you have proper oil pressure before you install a new engine. And the oil pump is located here in the lower part of the timing cover. There is a relief valve in the timing cover which allows excess pressure to be put back into the oil pan. However, those are not rebuildable. Often that is the failure of the oil pump. The oil will become a little bit gritty. The overflow piston will stick. The oil pressure will drop and you will end up with an overheating problem in your engine. You don't want that to reoccur in a brand new engine block. That will also void your warranty. This 9257 engine fits the early Range Rovers, the Discovery 1s, the Discovery 2s and the later Range Rovers, the P38s. For more information on these and other high quality products from Atlantic British please check out our website at www.roverparts.com or feel free to call our sales people at 800-533-2210. You can also find us on YouTube and Facebook. Thanks for watching.
Watch Doug, our Land Rover Master Technician, perform the differential & transfer case oil service ( using complete kit # DTCM200A ) on a Range Rover Full Size, 2003-2005 (L322). In this video, Doug will show you the drain and fill points of the front and rear differentials and transfer case. This service is often forgotten and should be performed every 60,000 miles, to prevent more costly repairs. Questions about this video? Call us at 1-800-533-2210 or contact us live chat.
Part # DTCM200A Performing Differential & Transfer Case Service On Range Rover Full Size (L322) 2003-2005, 8-Cylinder Gasoline, North American SpecificationHi I'm Doug, your tech support representative here at Atlantic British. In this video we want to touch base on a maintenance kit that we have available through our maintenance and repair academy for the 2003 to 2005 Full Size Range Rover, also referred to as L322. Now this kit will set you up so that you can do a fluid changeover in both front and rear differential and in the transfer case. Now you'll see here I have a sheet that's accessible, downloadable and printable off of our website and we're looking at our differential and transfer case service kit number DTCM200A. And what's included is is our transfer case kit which you'll see numbered here and our differential service kit you'll see numbered here. And what it will do is give you the proper fluids to be able to change over the fluid in both front and rear diff, and in the transfer case. With the proper fluid. New drain plugs. New fill plugs. And new gaskets. This is something that's recommended should be done really every 60,000 miles. Just like any petroleum based fluid, they do break down over a period of time. You will get condensation build up in the differentials and the transfer case. You definitely don't want water in either one of those. So it is an important service that should be done on a regular basis. So, this is the kit we have available for you. And in a minute we're going to raise this vehicle up and we're going to show you basically the locations of your drain and fill plugs so that you can do your service efficiently. Alright so we're going to start with the front differential. We got our L322 up in the air. And in the front diff on these. The front differential is actually attached to the side of the oil pan. You're going to see a large drain plug right here at the very bottom of the diff. To access it you will probably need to remove this splash pan, which is nothing more than 4 bolts. You'll need a 16 millimeter socket and ratchet, or if you're fortunate enough, impact gun. But these will run right out. Once you get this out of the way you're able to get a short extension on there. Now these plugs use a large allen head, which in this case is either you can use a 16 millimeter or, I'm sorry, A 9 16th or 14 millimeter will fit those. This is a socket that I got off my tool man. You can probably get one through any one of the automotive repair centers or one that carries a good line of tools. This one has a removable end so that you can replace it with other sizes. Which comes in very handy. But this is a tool you are going to need to remove those plugs. The fill plug has the same thing. It's 14 millimeter hex, and that sets way up here, which you can access through the side over the frame with a short extension and a ratchet. And you're just going to top that off right with the level of the bottom of the plug. Make sure when you go to reinstall your bottom plug when you fill it, is to wipe it off. You're going to have some build up on there. You want to take a clean rag. Wipe that area off. With the kit you are going to get new plugs anyway which is a good idea. Clean, wipe the threads off inside. Make sure that, in some cases the dirt can jam up in the threads. You think it's tight and it's not. You end up with a leak. So, make sure your threads are good and clean before you put it back together. So now we're going to move down to the transfer case. And like the front diff, the differential is pretty accessible. You have your drain plug here. This is also going to have a sealing washer in the back. Which you are going to get with the kit. And up here is your refill. Now in the case of the transfer case you want to check what the specifications are as far how much fluid to put in. Don't necessarily use the bottom of the hole as your fill point. You're going fill this up with the specified amount and the specified amount only. Reinstall your plug. Same thing you're going to get new plugs, wipe the threads out. Make sure they're good and clean. Make sure the surfaces where the seals run against has been good and clean. You're doing this as a maintenance item, you really don't need to create any more leaks. So we're going to work our way back to the rear differential. Now we're here at the rear diff. And again, pretty accessible. Your drain plug right here. And that's going to be the same as the front differential where you can use a 9 16th or a 14 millimeter hex allen wrench drive. Plug is in here. Again clean the threads out. You need to take the plug out. You're going to get a new plug with the kit. So you don't have to worry about wiping this one off. And then to refill. Here's your fill plug right here. Again, easily accessible from the back. wipe the threads off. Make sure your threads are clean before you put your plug back in. Fill to the specified amount. Not necessarily using the bottom of the hole as your level point. Always fill with the specified amount. And that's pretty much it. And as much as, It's a relatively easy job. Do it out in the driveway. Just make sure you have pans big enough. You're going to catch all the fluids. You don't need to make a mess. But it does wonders for the longevity for any of these components. Because you will get condensation build up in there. You will get some moisture. You will get some wear. You will get some fluid breakdown. It's a petroleum based fluid. It will break down over a period time. So, nice little weekend project or Saturday afternoon. It wont take you all that long to do. Drain and refill. Works very good. If you're not really sure how to fill these. Trying to find an easy way - I use a suction gun. Suction gun you can draw the fluid out of the bottle, insert into the hole and fill. And that's pretty much it. When you're ready to change over the fluids on your differential and transfer case in your L322, now this is 2003 to 2005 with the BMW engine and driveline. You can call any of our knowledgeable salesmen at 1-800-533-2210. Thanks for watching.
Watch Gareth, our Land Rover Technician, strip down the front engine compartment and complete the timing chain and related components on a Range Rover Sport 2011 (non-supercharged). This service is not recommended for the do-it-yourselfer, and will give you a new appreciation for your Land Rover tech. The job requires special tools (covered in the video) and in-depth knowledge of the Range Rover. The genuine Timing Chain Kit # TCK5030 provides all the components you need for a complete timing chain and timing component overhaul on an LR4, Range Rover Full Size or Range Rover Sport (see years for exact fitment.) Includes 3 chains, guides, shoes and related parts for a complete replacement and overhaul. The specialty tools needed for this job are available as related items with kit # TCK5030 on our website. Gareth will also address changing out the water pump and thermostat, and camshaft sprockets, which is part of tearing down to access timing chain and /or recommended wear replacements. Questions? Give us a call at 1-800-533-2210.
Hi I'm Gareth here's the timing chain kit that we used on the engine the table you see here is the basic procedure to do the job anyway a lot of the components on the table here are not part of the kit the main part of the kit is the timing chains shoes guides right here in the center section of the table a few of the other components of serviceable components that I decided a good replacements while are you doing the job they're all where components are the components more serious wear out and have issues are the v BTS here and here exhaust and intake the other tools are necessity components you have to use to remove parts or tighten or secure components on the engine rather than the word so saying before these are some of the basic tools you absolutely have to have to do the job with this tool is for holding the front dampener the crankshaft dampener and removing the crank pulley bolt these go together as part of a kit it's a 24 millimeter socket it's actually a 3/4 Drive so be prepared for that so that's for holding the crank pulley bolt this tool kit part of the kit is for removing the damper on the front of the engine the front pulley effectively this is the timing toolkit which is have it calls the cam locks the camshaft or turning tool the crankshaft flywheel locking tool and another locking tool for the flywheel over here we have the slide hammer for removing the fuel injectors are very needed tool you're not gonna get the injectors out without this this tool is the fuel injector seal calibration tool and the install at all four is sizing and installing the nylon seals here that hold the injectors well the seals on the tools this job is should only really be covered and carried out by a professional auto technician like this today we're gonna do a replacement timing chain kit on this 2011 Range Rover Sport non supercharged the timing chain kit is a TCK 50 30 we're gonna start off with the basics of taking off the engine covers the radiator shroud the radiator fan all the air intake pipes first we're gonna start with taking off the engine harmonic cover basic just a nice quick tug to pull it off the bass stops and slide out which removes the cover next we're gonna remove the air intakes here and left and right so we can access the front to remove the cooling system shroud from the fan and the radiator remove the pipes the intake pipes gentle tug takes it off the airbox off of the main intake and we're gonna loosen the hose clamp that holds the main air intake from the intake plenum removal of the main engine breather here from removal of the clamp that holds it onto the intake plenum and the breather pipe here by squeezing the two sides and pulling firmly to remove it off the front then a small wiggle should pull the whole assembly out giving full access to the front next is removal at the top fan shroud so we can access the fan for removal there is a clip on both sides tucked underneath here the tilt to the side freeze it and on this side on driver side the press to the side again be careful holding full access to the fan next we want to disconnect the fan electrical connector gentle tug right out it slides right out on these slots a press on the clip and a nut foam tug hold the connector apart next is to loosen off the main nut that holds the fan to the front of the engine so once the fan has been loosened it can be spun off non supercharged cars have a right-hand thread to loosen supercharged cars left-hand thread to loosen this is non supercharged so we're doing it unloosen in the clockwise direction which would normally be tightening so once it's loose it's just nice from the radiator shroud which of course then gives us more access to everything we need to get to at the front of the engine next job is to remove the two belts from the front of the engine the first belt is driving is driving the viscous fan pulley from the crankshaft the second one is the primary belt which drives all the ancillaries which has the tensioner here which will put a tool in here to remove this one we'll undo the three bolts and then remove the pulley off bringing the belt with it so to remove this pulley I undid the three bolts and gave it a gentle tap with a copper hammer right on the edge to shock it loose and that will bring the pulley off of the hub and that will give us the room to remove the belt and the pulley in one next job is to remove the tension off the main tensioner from the primary belt by putting a ratchet or a breaker bar into this slot here relieve the tension off of the belt take the belt off of the tough pulley here relieve the tension back off of the tensioner then we're going to remove this main assembly here this bracket as it's got a roller behind it attached to it which holds the primary belt on also so the tension is quite tight we're going to need a good bit of leverage and a nice good strong hole to remove the tension and then to remove the belt I'm gonna try and pull it off at the top pulley and let the tension go all the way back the belt is actually loose but trapped behind the police next job is to remove this bracket here which is the support bearing area for the viscous fan unit now we can remove the bracket with the pulley on it that also rolls the belt around next I'm going to remove the tensioner bolt here and pull the tensioner off so it should give us more clear access to remove the whole belt from the front of the engine one main bolt that's the whole tensioner off and gives us full access to remove the belt at this point now we have it the belt is now free and can be removed from the front of the car as we're doing this job which is going to be timing chain replacement and the guides and timing chain tensioners and shoes I've also noticed that the vehicle has a little bit of a coolant leak we can see the coolant down here and it appears to be coming from the manifold area where the water pump mounts to the front of the engine so while we're in there we're going to replace the water pump at the same time the next job in the procedure is to drain some coolant out so we can remove the radiator top hose the thermostat assembly and the lower hose so we can gain access to the right side cover that covers the timing gears so to remove the thermostat we have to access the retaining screw down on the side of the cylinder had to do that I'm going to pull out the airbox will give me a straighter more direct access removal of the push plug that holds the wiring harness to the airbox and then a quick squeeze of the connector pulls the connector clean off and took it out the way over there a gentle tug that has now given me clear visibility and access to the retaining screw right there to undo so we can free off the thermostat assembly I'm going to undo the clamp here here and here and then remove the thermostat from the vehicle so I can then get access to the main timing cover at the front of the engine so after removing the screw it's left the thermostat free and loose I'm gonna pull the thermostat off the main water pipe manifold at the top here and off of the water pump housing I'm gonna disconnect this quick connector so we can pull the whole assembly out and gives us more access in room so for removal of the thermostat assembly normally we've been pulling this clip and pulling it clean out of the slot of the lower section of the hose however it seemed a little bit tight and seized and I didn't want to damage it so actually undid the main clamp off the lower radiator hose and the bypass hose here so I could access it a little easier and pull it out as an assembly and separate it afterwards at this point we're making a conscious decision to replace the thermostat assembly as a service component we already know that the water pumps leaking it would be good practice to replace the thermostat also at this time so I've removed this little bypass hose from the water pump so not to break it no one do the smaller hose here I'm gonna take it off at the top of the reservoir and the radiator so it gives us good play room nothing gets broken and everything stays intact so I've removed the pipes from the fittings on the right on the engine from the reservoir and on the radiator we'll pop it to one side so it doesn't get damaged and we can reinstall it afterwards I'm going to remove this other hose here from the water pump area which will open up a lot more and then we're gonna start on doing electrical connectors from the front of the engine so we can access all the timing covers properly then we're going to start and access the crank pulley and remove the front crank pulley from the front of the engine and probably the water pump as well so we remove the serpentine belts from the engine the tensioner we move the power steering pump pulley off of the power steering pump these can be a little bit tight there are gets to be rust corrosion build up on the edge of the flange here I took it off I soaked it in PB Blaster overnight and scraped away a lot of the loose rust and then pried it off it did come off quite clearly and easily the next job was to remove the timing covers from the front of the engine to inspect and test the timing very ATIS to see if they turn smoothly or not this one I took off already as you can see they literally have several screws that hold them on and then a gentle pry against the Tang here and here will pull it off and it will literally pop right off same on the other side I took the screws off of this side already this is just a little bit of a wiggle to pull off and take out those will be refitted with fresh new sealant on them the next job we've established is we are actually going to replace the timing gear variators here here and over on the passenger side here and here however to do that job we need to remove the valve covers which includes of course removing the fuel injectors spark plugs and coils so I'm going to spend some time on removing the valve covers injectors and we'll be taking more video of that at the time when I get further into that part of the job okay we're gonna remove the breather pipe what looks like the purge line disconnect it here I'm going to undo the wiring harness for the ignition coils and then gain access to the injector rail fuel ignition coils off next a little bit of a tight fit here and here but these two are quite straightforward and easy injector rail out unfortunately the injectors are stuck in and we've got to pull them out there is a special tool for that job a slight hammer saw for the injector removal after the cylinder heads and of course after removing them from the saw and adds when they're reinstalled they have to be put back in with you tap on rings and seals and clips these are the injectors the 5.0 litre engine uses it's a direct injection they seat directly into the sense of the cylinder head and they have to be removed with a slide hammer this is the slide hammer here there are two cuts at the end of the slide hammer that go over the injector somewhat like this to set up a little bit color goes down that's in the cylinder head and some good good long swipes to try and pull it out of the cylinder head they are in there pretty tight because of carbon buildup on the end of the injector and the teflon rings I've also soaked mmm the injectors down with a little PB Blaster you can use wd-40 it does help loosen up and soften up any carbon that might be down there and I've got two more to take out on this side I've already removed the two from ones which were easier to access so that's the next step very dirty but as you can see they're extremely tight in there and you quite a bit of work to pull out appears to be a bit cleaner but still need to clean him all right the next part of the job is to undo the bolts ten millimeter headed ones that go around the valve cover and on the inside section remove those and then pull off this side valve cover we're going to do exactly the same procedure for the right hand side left hand depending on how you're looking at the vehicle taking injectors out coils out and then the valve cover there we go looks easy enough but in there tight okay so now we have the valve cover off the left-hand side driver-side we have had full access to the cams so we can lock the cam if we need to with the new cam locks in the specialty tools we have full access to the timing chain and the variator x' that we're going to be replacing we're gonna time it up lock everything up pull the timing chains off but first I will be starting on the other side valve cover again that's the same removal process little time-consuming but same process pull everything out coils injectors ejector rail valve cover off so next step is to remove the radiator and the AC condenser so we can gain good access and vision to the front of the motor the lower section when we get the front pulley off and for when we time up and put on the new variators and timing chain with the radiator and condenser removed the next step is what I would like to do is remove the front pulley from the crankshaft and then remove the lower timing cover there cams are timed up in the safe position there is a couple of timing marks to note on the front there's a little notch right here on the variator but most importantly at the back of the cylinder head on the cams I don't know whether we can get this in but the slots are normally horizontal and you can perhaps just make out a little painted square section at the lower edge of the cam shaft that is to be at the bottom this is all of course in the workshop manual as well this one's a little bit fainter but you can see just at the bottom of the cam a little couple of numbers and a little painted yellow square box they go to the lower edge when timing it up it's the same on all four cams so the cams are timed up in the safe position to remove the chains the next job is I'm gonna send the car up put the crank lock into position so I can break free the front crank pulley and do pulley removal so here we are under the vehicle I'm going to lock up the crankshaft with the timing plug tool which goes in where the crank sensor goes here on the left side of the engine driver's side you take the crank sensor out and put in the timing tool it's already in there located it can be a bit fussy to get into the right place a little bit of wiggling of the crank backwards and forwards but it does go in nice and firmly the next thing is I'm gonna remove the starter motor out of the engine and I'm gonna install this lock tool into the flywheel which holds everything nice and tight so when we put on all the pressure on the front crank pulley bolt we can actually remove it without turning any of the crank and messing up any of the timing so that's the next step I'm going to start pulling the starter motor out so I can pop this in its in its place and hold the flywheel solid so I like to crank up with the locating pin into the reluctor ring I also put in the special tool that comes in the kit that we sell that goes in where the starter motor goes and it locks into the toothed flywheel you have to find a couple of new pieces of hardware some new nuts and bolts to through bolt it into place and make sure it is locked in between the teeth when I put it in initially I noticed that I hadn't locked it in between the teeth after I used a mirror to inspect had to realign it there is a bit of free play in the plate and the locking pin that goes into the teeth so you do have to make sure you get it between the teeth and not next to the teeth it's all locked up get the cams can't turn the engine can't turn I've put on the special tool on the front pulley you do have to use a jack stand to lock the actual arm of the holding tool I've actually used a piece of 2x4 underneath there as well because I don't have enough room or length on the actual jack stand to hold the locking tool the holding tool in place now the engine can't turn or anything there's a special socket that goes in to hold and undo the bolt it's actually a three-quarter drive I actually bought an adapter a free quarter to half-inch and you will definitely need a nice long breaker bar to actually break the ball loose it's extremely tight I actually broke it loose a few minutes ago but it goes in nicely locks on the bolt like I said I broke it loose a short while ago and it's probably gonna take two good strong pulse to break it loose this is a left-hand thread to loosen it's worth looking into if it has like 12.2 marker on it it's a left-hand thread if it's a 10.6 it's a right thread to undo but definitely worth checking and taking the time to clean the head of the bolt and inspect with the mirror to see which thread it is so now I'm going to undo the holding tool and take it off the pulley and assemble the tool that actually pulls pulley off and the hub assembly from the crankshaft it's got a flanged washer on it that's why it won't come out any further here's the bolt you can see clearly it's a left-handed thread bolt and on the end it says 12 which denotes left-hand thread and recollect from the workshop manual if it's got a 10 it's a right hand thread to undo so now that's out I can take out the other four bolts and screw in the adapter for the power so we can actually take off the hub assemblies on it so the four bolts that left holding the police to the remain to the hub assembly are actually locked on you can see the three I've already taken out this blue loctite on them they're exceptionally tight so when you do come to take them off because there are talks had there h ly a 50 I'm making sure that right now I'm using a 3/8 drive extended ratchet we do come loose so the next procedure is to move the crankshaft pulley dampener assembly it's only really possible with the actual factory tool I have heard of people using an aftermarket tool but you have to be careful not to damage the threads inside the crankshaft these have a left hand thread so we actually went out and purchased the tool specific for the job we will be carrying the kit in the future which will have the hub the bearing and the bar that screws into the crankshaft with the left hand thread I have it assembled right now there are two different length bolts one for removal of the pulley and one for reinstallation so there will be two sets of bolts the kit will also be comprised of the holding tool which is a separate item from the removal tool of the pulley this literally just holds the pulley and the engine still while you undo the crankshaft bolt okay so here we have the crankshaft dampener assembly puller an installer it does both there are people I have heard who bought aftermarket generic pullers say they can get them up with that however this just eliminates any possibility of any damage happening to the pulley or to the engine or the crankshaft the kit comprises of the main shaft assembly which is all separated in the care to bear in mind it comes one end is of left hand thread that goes into the crankshaft and the other is the threaded bar the actual puller installer sits on as you can see there's two bearing assemblies two different sizes one for each side to remove the pulley from the crankshaft the shaft is screwed in first into the crank then you install the hub assembly the bearing assembly which goes I always put the bearing in first it goes into the damper and recesses all the way as far in as you can get it then the other bearing goes on and put in for removal the hub goes this way around over the top and is screwed in the hub with four bolts no four corners screwed down tight and then removing hold the main center butter shaft with one wrench and undo with the other one that pulls the whole assembly off to reinstall the bearings come out to reinstall the hub is actually screwed directly to the front flange of the damper in the second set of bolts which are shorter screwed in all the way down the bearing seats screwed in and then the shaft screwed into the crank and then screwed the opposite way to push it back on to the crank until it's fully home so with the pulley assembly the extractor assembly installed hold the bar with one wrench and undo with the other you may see it's slowly pulling off a little bit time-consuming but the right way to do the job it is on quite tight I can feel it it is coming away okay so the pulley is now loose on the shaft the main shaft that screws into the crank I will probably try and unscrew the whole assembly so we can take it off in one piece bearing in mind is the left hand thread to undo and it's quite a long threaded bar so now we have the whole assembly off it is a tight fit on the crankshaft I've heard of them being extremely tight I believe this one probably came off quite easily and then the next job is to remove the front timing cover from the engine to gain full access to the lower timing area now we have it front cover off pretty straightforward may want to suggest a toil crank seal replacement this one looks to be distorted it's flat around the bottom edge here and up on the top it probably is just the outer dust seal however I don't want to take any risks and half in to go back in there so it'll probably get replaced I already test fitted the cam lock tool to this side that we're going to take the chains off of and the variators and the guides I did the other side the passenger side already the cam tools locked in holding the cams in time the variator Zaroff one thing I did note is that the screws in the intake camshaft were very sludgy and dirty so I'm gonna make sure I clean everything out nice and clean the guides are off the chains are off the tension is off I'm gonna follow that same procedure for this side here this side seems to be locked in place pretty well this is the cam lock tool the exhaust side the intake side it the timings spot-on and this should actually locate in the slots at the back of the camshaft so the camera is back in and locked the cams are locked in the time to position the cam locked all at the back there can be a little awkward of fiddly to fiddle around with because of the bulkhead firewall here you have to get the twist wingnut close to be lined up so it's nice and locked in there next job is I'm going to loosen off the variator screws and pull the variators off place them out of the way they are getting replaced so we will side with a new chain guides and tensioner tensioner is off this is the old style it's gonna get the new style put on the change and that's it the change tensioners role guides off we're now ready to clean up a little bit and start putting the new very acres back on the change back in the guides etc and try and get this thing back together solid so here we are I've built up the driver side of the timing chains bolted in first the first static chain guide the plastic nylon one then I put in the unbolted in the metal one that has the tensioner running against it which is right here the pen is still in it we don't remove the pen until we're ready to set the timing as you can see the exhaust variator is has a little notch at the top here where the timing chain of the mark on the timing chain has to align with the intake has a mark notch on the backside of it here where the paint mark on the chain is meant to align with there should be a little bit of free play in each variator there's a fraction less in this one so when we actually preload the variator x' and set pull the pin on the timing chain tensioner everything the chain tension is set properly also in the kit comes a new oil feed tube pipe here I already replace that but you have to do it beforehand as you can see it feeds the bat gear drive I put our new thrust washers on the crankshaft gear front and rear and I'm gonna build up this side on the left side on the dry passenger side I already check the timing on the balance shaft which is correct so we have both sides built up now the timing variators are on on the left side on the passenger side the timing marks being here I don't know whether we can get that one in there right here but below there's a yellow mark on the chain which lines up and again down here which lines up with an a' marker on the guide on the plastic guide right here now timing up the engine you do have to make sure that the chain actually locate on the crank gear I noticed when I was putting the variator Zahn it had slept off and it seems like it's very easy for it to slip off without noticing and of course note after that I had to take the variators off again relocate it re time it then I put on the tensioner tells you to apply a pressure to the back of the chain guide and then pull the pen and when you pull the pin you do hear a positive loud click of the actual piston coming out and extending and hitting the guide and the tension going on the chain same on both sides of course right and left after that procedure we use this tool here to tension the variators a bit of a strange shape however driver-side you take the screw out of the oil suction tube and pull it forward slightly you roll the tool in behind the gear you locate the pen into the timing gear T which locks it into place we have a torque wrench set to 23 foot pounds which is 32 Newton meters you pull and hold and keep the tension on and tighten up the three screws on the variator on both very ATIS which pre-load the variator x' to there set this side comes out and on the driver side you only tension from the intake and then on the passenger side you tension from the exhaust tool goes in you lock it in I locked it in as far forward as I could because as you can see there's not much room between here and the body of the vehicle the workshop manual does tell you to let undo the engine mounts and Jack the engine up if you're doing it in the car I found that I moved it far enough and kept the pressure on just at this point but that's not that that might not be the norm for all car engines so all the timing gear is Sat bass valve timing your set tension on the variator is set so the next job is to put the crank pulley bolt in the end of the crank rotate the engine over to rotations and recheck the timing however before that I have to remove the cam locks from the back of each cylinder head one two and remove the crank locking tool from the flywheel and from the reluctor wheel so that's going to take me a few minutes to do I'll sort that out and rotate the engine over twice and recheck my timing okay so all the timing is all set up and I have taken the crank locks out and the cam locks are out at this time we're going to rotate the crankshaft two turns for one turn of the cam and recheck the timing and we should be close to putting back in the cam locks and there we go two turns there's one coming up on two okay so we're putting the car the engine back together the timing has all been set I did actually get it off by a fraction so I had to reset it again I found that actually putting in the cam locks back in they come with these wing nuts but because the bulkhead here on the firewall interferes with the wing nut I actually used a 8 125 bolt about two and a half inches long and it does the same job everything is all perfectly turned up now using these cam locks but like I say it's a tight fit on this driver side so I put a bolt in works just as well to continue on we're gonna put the front timing cover back on back into place it has a neoprene seal on it right the way around and then we'll put the crank pulley back on which has to be pressed back on using the tool that we use to remove it with at that point we're gonna build up the front put the valve covers back on front covers back on and put all the answer is back on we'll be doing a step-by-step probably on refit on a few of the components a lot of it is just reverse of removal of course and we'll be putting a new water pump back on the engine as well so the tool is now bottomed out the pulleys on as far as it can go with me just swing it on the pulley sorry on the pressed or I'm gonna remove the press tool from it remembering clockwise to unscrew I'm gonna check with a mirror just to make sure it is fully home and I can even see the key and whether you can see that there key all the way at the bottom at the six o'clock position we still have the crank locked with the locking pin in the flywheel which is gonna stay there until I actually tighten up the front pulley bolt which will add a bit of extra locking we also have to put on the new hub lock for the front dampener put it to the opposite side as we did to undo so we can actually swing on it it takes 200 Newton metres of torque and then 3/4 of a turn it is a stretch bolt so we're reinstalling the front upper timing covers they can be installed with the solenoids in I'm gonna put a thin bead of sealant around this surface here I already put the driver side on they go on very easily but you do have to make sure the mating surfaces are nice and clean and free from the old RTV sealant I've scraped it all off trying not to damage the mating surface the sealant will take up a certain amount of scratches but you can't go Jim of course after that we're gonna install the valve covers I've already put on new seals new gaskets and the bolts back in to help locate the gasket and hold it in place while we try and reinstall it without losing the gasket nice thin bead of sealant okay that's the front cam covers on next job is to put the valve covers on just a couple to hold it in place just checking to make sure the Halfmoon seal at the back on that valve cover is seated in its right place so the harmonic dampener pulley from crank pulley is back installed I pressed it on ivory mounted the dampener holding tool that just holds everything static while you talk tighten it the torque setting initially it's 200 Newton meters and then a 3/4 turn - which is for the torture yield stretch bolt so now I pre turned it but we can feel it there's the 200 Newton meters remove the torque wrench then they want a 3/4 of a turn on the talk to yield balls I've fortunately already tightened it but of course you need a good length break a bar to get that leverage it is quite tight at that point not that I needed two people but I had an assistant help me just makes life a little easier after that stun all that holding tool can be removed the lock pin out of the flywheel can be removed and then I'm gonna start on putting the rest of the motor back together putting fuel injectors in coils back in reconnecting fuel lines etc etc radiator back in of course and then at the end I will reiterate and go over everything again there's no real need to get into any detail of really installing all the components because basic knowledge is that all the components go back on as they were removed I mean I'm sure most of the shops that are going to be continuing to do this sort of job no matter the water pump and replace the thermostat so we focus mainly on the timing chain care and the components that were associated to it so when you're ready for a challenge after replacing this timing chain kit on a 5.0 engine give us a call at 1-800-533-2210 and talk to one of our knowledgeable sales reps and they will say well pretty much with all the tooling and all components they need to the job or you can visit our website at roverparts.com.
When the rear brake backing plate starts to rot where the pins for the parking brake shoes are retained, it is important to replace this item to avoid further damage to your braking system. With our NEW Split Shell Design, watch Doug, our Land Rover Master Technician, explains the process involved in replacing the rear brake backing plates for a Range Rover Sport Supercharged, LR3 or LR4. Our money-saving kit # PARKBRAKIT02 includes the left and right brake backing plates and connecting hardware, and parking brake shoes. What makes this rear brake backing plate kit special from the original is the new split shell two-piece design we use. With the original design, to access to replace you must disassemble part of the rear suspension, etc., which could involve damaging some components (through removal). You will avoid this with our kit at installation, since we work around those components. In this video, you will also see Doug remove and re-install the parking brake shoes and connect cable.
tech support rep here at Atlantic British. In this video we're going to talk about backing plates and specifically backing plates for the 2006 to 09 Sport. Both the naturally aspirated and the supercharged. 2010 to 2013 naturally aspirated 5 liter LR3 and LR4. And you probably most people might recognize these. These backing plates sit just ahead of the and behind the rotor, your disc brake rotor, designed to keep rocks and splash and whatnot from getting all over the brakes. Again they're not water tight but they're there to serve a purpose. So what can happen is in areas that use a lot of salt on the roads or if you're on a shore area by salt water over a period of time these backing plates can deteriorate and this is a perfect example. This is off of an 06 Sport. Now not only are these there as a splash shield but they're also the support and the mounting area for the parking brakes. So it's critical that we maintain these to keep the parking brakes working properly. So I'll get you rid of that. So the issue is that when you go to change these that most of these vehicles are designed so that you can't get the backing plate off unless you pull the rear hub, which in most cases you're going to destroy the bearing and if you destroy the bearing you got to press that on and off which means taking the knuckle assembly off the back of the vehicle which means trying to get those two bolts for the upper and lower ball joint out which are usually frozen in place and it just turns it into a huge job. So what we've done to get around that is we've come up with a two-piece backing plate. You have metal brackets here that line up that you can install these without having to take the hub off and then set these in place. You'll have the three bolts that hold the plate naturally as it is as designed plus the two additional plates to hold everything together and keep it aligned. You'll end up with a good solid setup. And you can apply the parking brakes on these. So this is essentially what you would receive is the two rear backing plates both left and right hand side, the hardware needed to bolt the plates to that. Eerything else you're going to use the old hardware on. So stay tuned. We're gonna show you how to install them. All right. In addition to rotted backing plates a real known issue on this parking brake assembly is for the shoes to come apart or one of the springs to rot out and let go and you're probably going to find once you get the rotors off and you get a good look at it more than likely you're gonna need a replacement of those shoes. So just wanted to show you the kit that we've put together where we have the four parking brake shoes. You have two on each side. One on each side has the lever that it connects to the parking brake cable and then you also have your adjustment mechanism. And then essentially your replacement springs this would be the spring around the parking brake cable. We'll show you how to install that and then the upper and lower spring for the shoes. So reasonably a pretty basic setup and then of course you're gonna reuse the old adjustment knob for the bottom. In case that got damaged that's available as a separate part as well as long as well as the crossbar that goes from shoe to shoe. And generally those aren't damaged. They're usually in pretty good shape and you can reuse those. Should you need them though they are available. So to show you what happens we actually take one of our, this is one of our vehicles, this is an 06 Sport and the driver had noticed the loud grinding noise from the back and when we got into inspecting it to find what the noise or the source of the noise was it turns out our back end plates are all rotted out to the point where they've moved in, they're rubbing against the rust ridge on the outside of the rotor. You've got literally holes right through there so as a splash shield they become basically useless. And on the other side it became so weak that the front half of it actually folded in and created an opening. So this is how bad they can get and like I say we're in the New York area. You're gonna see this basically in any state that lays heavy salt in the wintertime, calcium chloride or if you live along a shore anywhere along the east or west shorelines, you're gonna have the salt air and it's going to do the same thing. So that's some pretty bad shape. So let's show you how to get those replaced. Alright so first to start this what I usually like to do is I want to compress the piston in the caliper so that I can take the caliper off easily and that we do by just inserting this onto the backside of the rotor and up against the caliper body. Not against the mount. And then we're just go to very easily and you can see it's starting to move we're just gonna bring back pressure until that seats the piston. And once you get about half way you can knock this in, get in behind that inboard pad and you feel it move it a little bit easier. And you'll feel it seek better too. And we'll just keep coming back can we get some room there. Before we start taking the caliper apart we're going to shoot a little penetrating oil in there because we have the, we're doing the right side, the pad sensor is right here so you pull off the cover for the bleeder screw. And lift that wire out of there. What we're gonna simply do is grab the 90 degree Bend on there very gently with a pair of pliers. We're just gonna work that back and forth. We're just gonna wobble that. And then start to pull as we wobble and you'll see you get a little bit more play, a little bit more play. And then we finally get it out of it. We don't want to break this because then you got to replace the sensor all the way up in it. Now there's a little brass loop that goes around the bottom of the sensor. You want to make sure you got that out of there because you don't want to lose that. That's what holds it. Now in this case it stayed in the sensor so we're good there. So now we can take the two bolts on top and bottom of the caliper. We're going to unbolt the caliper set it on top of the control arm and then we can get to the actual caliper mount which we need to move out of the way so we can get the rotor off. All right so this is a note - the bolts are a 13 millimeter head so I like to use a ratcheting box wrench but to keep that inner post from spinning so you can take the nut out that uses a 15 millimeter. You're gonna need a thin wrench. I use this style but you can if you have a an aftermarket wrench it's a little thinner than this, then the heavier Mac or the snap-on's you might be able to sneak that in there but the skinny wrenches work really well. This one in particular is a snap-on and it sneaks in there and it's able to take the torque pretty darn well. Alright so just as a note those bolts that we took out of the back of the caliper the 13 millimeter head you need a 15 millimeter opening wrench to hold these back posts. Once you got the caliper off you're good idea to check to make sure that the two posts are free that they spin they move in and out and then what we're going to now to do is take the caliper mount off and that uses a 15 millimeter 12-point. It's got a 12-point headed bolt on it. You're not going to be able to get a six-point on it. So I like using the proper size socket and then half inch drive so you get more leverage. You might have a hard time trying to get these off with a 3/8 drive. You want the extra length. You want the happiness. There we go. All right so with the caliper out of the way the next step is going to be we're going to get the rotor off. First thing we'll do is we'll spin this around until we can actually see the little neural adjuster. They'll be on opposite sides so like on the right side you'll find it on the bottom left side of vehicle you'll find it up top. You have a little opening here that you can use to get a screwdriver in and adjust it back and then normally there'll be a little plastic plug right here. In this case the plug fell out. You can just take a small straight blade screwdriver, a little penknife or something that just pops right out of there. So once you've adjusted it down and you'll be able to tell if obviously if you turn it the wrong direction it will reach a point where you can't turn the rotor so you're going to go in the opposite direction until it's fully seated and backed off and then we've got to take the locating bolt out of there. Now that's a number 45 Torx which you could probably try to remove with just a three-eighths breaker bar in a socket. But in this case I like using the little handheld impact because it knocks them loose. Especially when they've been in there for a long period of time. If you have access to one it's a tool that's been around for as long as I can remember. We used to use it a lot on motorcycles but comes in very handy on these as well. All right and now we take the rotor off. In this case you're gonna find it's locked right onto the hub so we just take that hammer. Right in the hub area. Isn't so sharp. And you'll hear when it breaks loose. All of a sudden the sound isn't so sharp. It becomes a dull thud. And we'll just work that out. So, we have the shoes exposed now we're down to the parking brake assembly. First thing we're going to do is we're gonna take these springs out now what this is is basically a fold over spring so that it's outward tension is going to hold up against the head of this pin. This pin just floats in there. So the easiest way is just to insert a screwdriver. You want to push in to compress that spring a little bit and then keep working it back and forth until that pin pops out. Okay so that's essentially what your spring looks like. They're a lot easier getting out than they are going in. So there's one, a little bit, do the same with this - push in and twist. We'll push those pins in a little bit. Get them out of the way. It's essentially the retainer pin and we'll probably want to replace that. If they're really badly corroded you're going to take alot of this out anyway. Might as well replace it, get some new springs in there. Then what you have at the bottom is the adjuster knurled this is what we turned to be able to compress the shoes to make room so we could get the rotor off. So now we'll just take the same screwdriver and spread the shoes. Okay so that's your, and that's your adjuster and you can see you got slots on both sides. That's where the shoe actually seats in. Then we remove the bottom spring. Just grab a pair of pliers. Pull the spring out of there. If you pull a spring out and the feels really crusty and crunches when you twist it back and forth it's a good chance, might as well replace that as well we have kits available where you can get all the retainer springs. So at this point what we're going to try to do then is we're going to spread the bottom of these shoes out wider than the hub and then turn them to the side and we should be able to remove that out of there. You'll see on the backside there's the end of your parking brake cable. This is the cable that's going to run into your electronic parking brake module which is up over the rear axle. Now this essentially has a little lock out on it so what we're going to do is we can push in and then we can flip that down so that we can sneak the cable out of there. Let's give it a little persuasion with a pair of pliers. And the spring hooks on that. So essentially there's your shoes. This is all gonna come off one assembly. So now we got the parking brakes, the shoes out of the way the parking brake assembly, we'll sneaked in here. We want to get our spreader out of the way. And again you can see springs kind of in rough shape. Yeah we definitely would want to put a new kit in this before we put it back together. So then we have the cable to deal with and the spring hooks into the backing plate here which we can remove with that. When we take the cable off this cable will just sneak right down through the middle. On the backside of this there is a large plastic nut that holds the cable in place. Normally you can take the same pair of pliers. They usually don't prefer to put a wrench on it because half the time the wrench just rounds it out. So in this case we're gonna just work it back and forth. This one's a little tight. The thing we're gonna do is we'll put a little penetrating oil on this. Let it sit for about 10 or 15 minutes and then we'll get back to it. All right. Just so you can get a visual on this here's the end of the parking brake cable and this is basically the retainer nut that you're going to take off. This is plastic so you want to be a little careful and work it slowly. You don't want to break it if you break the plastic now you got to replace the cable. So just quickly before we show you the installation of the backing plates. What you'll see here is you'll notice the old backing plate is gone. To remove it is relatively simple. There is one, two and three bolts that hold that backing plate to the knuckle assembly and they have a 30, a number 30 Torx drive head on them. The top one very easy to get at. The two you'll notice they're actually behind the hub but if you get an extended driver you can actually put it right through the one hole in the hub and it lines right up with a bolt so you can take the bolt out. And they come out relatively easy give it a little tap if they're a little snug and they'll come right out. And then essentially you're gonna cut the old backing plate. Being it's rotted most times you can just break them out of there but if they're still solid piece left you can take a torch, cut off saw, hacksaw, whatever you have available and you're going to basically just cut that in two pieces so you can take it out. Now I will show you how the replacement goes in. Again we have our three bolts in hand. These are the three that we took out to take the old one out. You'll notice that here's your entry area for your parking brake cable. That kind of gives you a sort of an orientation point. When this closed up behind there. just kind of wiggle around a little bit until you get some openings and that goes up in place there. And the short piece up top. And what we're gonna do is we're gonna put the three bolts back in and you wanna make sure you get this set up - and one tab goes over the top. Then what we're going to do is we're going to put the three bolts in but we're gonna leave them a little bit loose and then we'll give us just a little bit of movement so that the bolts for the two retainer tabs that we added to these backing plates we're gonna line up well enough so you can put a bolt through and tighten that down. So we're gonna get that installed. Okay, so, just as described - we ran the three bolts in, we've installed the two small retainer bolts that go through the tabs, we've got the the locking style nuts on the backside so they won't back off and as you can see you got a good solid setup here. Now don't be concerned you have a gap here and that was from the cutting tool that basically separates these two. This is not a waterproof system, neither is the original okay. There are no seals or gaskets on this. The rotor just simply rides around a little baffle and literally when you're driving in the rain it gets all wet anyway so don't be concerned with this. This isn't going to mean a thing. So now we just need to install the parking brake cable and the park brake system and we're ready to put the back brakes on and we're basically got the worst part of it over and done with which is the installation of the backing plate. Alright so the next step is gonna be, we're gonna install the spring. We've got the cable slid through and the plastic nut on the back installed on there. I don't really need to show you how to do that. The spring itself you can see the last coil on the spring is slightly raised which is going to make it a little easy to install. The area that you're gonna install this on when you slide this over has a slight lip right on the edge of this open area here and we're gonna do is just you can take your thumbnail or a small straight bite screwdriver and just slide that first ring over the top and then just essentially spin the spring and it'll thread itself on. You just run it in there until you got about three or four of those coils mounted on that and that's pretty good. And then from this point we're ready to put the shoes on. What I wanted to do is just give you an idea orientation of the shoes when you go to install them. In the case of the lefthand side of course the cable comes in the bottom. The cable gets hooked to this arm. Essentially all it does is that, the end of the cable is inserted through here. There's a little sliding notch on the end there so that once you install the cable the end of that knob at the end of the cable itself passes through the knotch, pull it and it pulls this up and it's going to lock it in place and then of course you have that one little segment of that spring we just installed. It's going to loop around that hold that in place. So the arm goes on the backside of the shoe. Your larger spring is going to run across the top. Your adjustment bolt right there is going to face you and then for the orientation of the crossbar because you have a round hub here in the center, this hump in the crossbar obviously is going to face up and you have a double notch on one side. This will be on the side of the arm. So that this basically slides in like so and then this side with the spring sits in this notch right here. And that we're gonna do once we get the shoes over the hub, but I wanted to give you an idea of how you're gonna preassemble this before you go to put it together. Normally what you'll do at this point is we'll have the spring out. We're gonna hook the this shoe to the cable, then we hit the spring and then the other shoe we just take the whole thing and back right around the hub and install it. All right so just quickly before I go any further we've got the arm, the parking brake arm in place, I wanted to show you the orientation of the spring that basically comes up from underneath and you'll see that it makes a little 90-degree bend on the end and that sits right in a little notch that's cut in that retainer fork right behind the end of the cable. So just so you get an idea how that's supposed to sit when you're done. Alright so I've got the shoe in place. Basically all we did was just take the two shoes and spread them and put them right up over the, over the hub so and again look at your spring orientation. You see the crossbar or the cross piece here on the spring is down underneath this block. You don't want it rubbing up against the block. That's proper way for it to sit. So what I'm going to do now is I'm just going to sit this one shoe - I'm going to put the pin through and put the spring in and I would probably suggest as if this is your first time doing this wear safety glasses because these do have a tendency to pop off several times until you sort of get the knack on how to install them. So the pin goes in through the backing plate, goes through this slotted hole right here. There we go. All right. So this is the fun part. This is actually where a third pair of hands we definitely come in handy because you can't really compress the spring with your hands. It's just too much tension there. Alright at this point now what we've got there you got your crossbar. Now remember their orientation - the loop is basically going to be in conjunction with the hump of the hub. You want to probably do this with safety glasses. Generally I don't have a problem with these springs but now and then one may pop off and this is as I said. So let's do it this way. We're gonna slide this in here first. So that locks in. Let's put the spring back on there. And we need to lift that crossbar so it falls into that slot in the shoe. Okay here I heard everything snap into place and we're gonna line up with that hole in the back for the lockdown pin. Now the spring wants to pull the shoe away from the backing plate so we'll just install a, put a big screwdriver right here. Lock it, lock it it. That will sort of hold that from springing out while we're getting the rest of our parts. We're going to slide our pin in and that's going to go through this slotted hole right here. You want to set this up so that we've got this shoe as tight as possible up against the backing plate. There we go. Get the spring in underneath. You get some room and what you do is you put your fingers in the back and you're going to lift that, that pin so then as we compress the spring drop the pin in there to hold that and seat the head of the pin in the spring. Okay so now we got a crossbar in, we got our spring in place, now we're gonna do now at this point is install the bottom spring and the adjuster. Alright I showed you how to lock the springs in. We got the top spring in, the two clips. What we need to do now is we're going to spread the bottom. We're gonna install the small spring and the adjuster. Now just to give you a breakdown you've got one barrel on one side has the notch that's going to sit into the tab at the bottom of the shoe. The other side has the same thing. But I should be able to turn this piece here in here. So obviously this one is locked up so I'm gonna have a hard time adjusting it. So we're gonna soak this, we're going to clean it up, soak it down with penetrating oil. If yours is damaged or locked up to the point you can't turn it, again these parts are also available separately from the kit but they are available. So we're gonna free this up first before we install it. Alright so we're going to install the lower spring and see the two holes on each side on the bottom. Hold that up in there. Put this screwdriver, small pry bar, whatever you want to use, and we're gonna go up against the bottom of the shoe and we'll spread that out some so that we can install the adjuster and it doesn't matter which side you put this adjuster on. So you want to get that slot up in there, and then there and then we'll just turn this until it lines up and drops in. Just to double check. Okay and we're in. Just wanted before I put the rotor back on I want to show you a finished product of how the how these parking brake shoes should look when they're done. With your spring in place it's not over the front of this block its underneath. Crossbar. Spring is in place. The pins and then of course your adjuster and your retainer spring on the bottom. So adjusters should be all the way in so that the shoes are close together. I've got the shoes fairly well centered so now at this point we can put the rotor, on the retainer bolt and then do the adjustment on the parking brake. All right so we're gonna spin the rotor around so that your inspection hole lines up with the adjusting knob that we installed earlier, sits at the bottom of the shoes on this, and we're gonna turn this until it locks the rotor right up. Until we can't turn it and this just spins and you'll feel it start to tension up and you want to really give it, you really want to lock it in there. Take the same screwdriver and then we're gonna put it here. You can see we can't turn the wheel. So then we're now going to go back - now you can do this one of two ways. You can take a small little bit of chalk or some little paint or whatever and you can mark that knurl, that knob that we're spinning, and you're gonna go one full turn or what we'll do is we back it down 8th clicks. One. two. Three. Four. Five. Six. Seven. Eight. Which is the equivalent of one full turn. So we should be able to spin the rotor. You're gonna hear a very slight drag and then the other step to this is we're gonna line up with that little adjustment bolt that we talked about earlier. We can see that right in there and it's going to be a number five allen head. We're gonna install. We're gonna loosen that nut a little bit and they tell you just basically just tap on the rotor - it centers everything up. We'll lock it back down and then our adjustment will be done. So we've done our adjustment and then last but not least don't forget your little inspection plug. That just keeps the excess and like I said earlier this is not a waterproof system. This little plug isn't gonna keep all the water and dirt out but it is there just to keep out major debris. So now we have our shoes installed, the rotor is on. Now is just a matter of get our brakes back together and we're ready to go. All right so at this point we're gonna put the brakes on and you may or may not be replacing your brakes when you take it apart so what we're gonna do is we're actually going to replace the rear brakes on this while we have this going. So first thing you want to do before you put your caliper mount back on make sure that the pins that you support the caliper bolt to you want to make sure those are nice and free and that they move in and out. The pads do come with the zinc sliders so we've got those popped in place. Now the pads I'll do a quick explanation. You're going to find that two pads have this paper backing, two pads do not. Normally we've always found that this one which has sort of an adhesive on it is going to be on the outside resting up against the two flat areas of the caliper. So just so you know when you pull it apart you know which pad to put. So without the adhesive on the inside, with the adhesive pad you're gonna peel that off before you install the caliper itself and that one gets run on the outside. So I'm just going to set this down in, run the two bolts in the back. Alright and last but not least we have the caliper itself. Now remember when we first pulled it out we had completely collapsed the piston so now we should be able to just install this over the the new pads and in the course of the doing the rather repairs and whatnot it may work its way out just a little bit so you can always squeeze that back in with a large pair of pliers. So here we have the outer pad with the paper removed so we have the sticky adhesive and it's not even really a strong adhesive and they just put it there to try to help eliminate squealing. So we'll slide our caliper over. We'll have to push our back pins in. I usually start with the top one because that's the easiest to get at and once you get that started it'll sort of line you up for the bottom one. And there'll be a little spring tension on. Pop that in. And you may need to wiggle it around a little bit to get the bolt seated in the threads. Give a few turns. Okay we're in place so all we need now is just our two wrenches and tighten those two bolts up. Alright so you've seen how to assemble the backing plates the parking brakes we've done the parking brake adjustment. We've got our pads in place, calipers back in place. All we need at this point is we put our wheel back on, take the vehicle for a drive. We'll get the brakes worn in just a little bit. But for the most part that's how you're gonna do an assembly and replace those rotted old backing plates. So when you're ready to do so just contact any of our knowledgeable salesmen at 1-800-533-2210 And thanks for watching.
Watch Doug, our Land Rover Master Technician, perform the transmission service using our Kit # TRANSM600SKB on a 1999 Discovery Series II. In this video, Doug will show you how to access and replace the transmission filter and gasket, and refill with new transmission fluid, which is included in our service kit. This service also is valid for the Discovery I, Range Rover 4.0 or 4.6 P38, with 4-speed ZF transmission; and should be performed every 30,000 miles.
Kit#:TRANSM600SKB Installing Transmission Filter and Service Kit On Discovery Series II 1999 - 2004, 8 Cylinder Gasoline, North American Specifications Hi I'm Doug, your tech support representative here at Atlantic British. In this video we're going to touch base on a maintenance that a lot of people neglect on their vehicles, and that's automatic transmission service. On the Land Rover Discovery's, especially Discovery 2, your Range Rover P38, basically any vehicle across the board, over a period of time the fluid breaks down, the filter becomes restricted, and you end up losing not only shift performance, it can affect your fuel economy and it basically affects the overall drivability of the vehicle. So what we've done is put a kit together. And this is for the 4 speed ZF that was used in the Discovery 2s and the P38s. This will give you enough fluid, a new gasket, a filter, new O rings and the retainer collars for the pan and a drain plug with a new seal. And this is something you actually could do in your driveway. It's actually a relatively easy pan to drop. There's only 6 bolts. There's a drain plug. And just doing the service could do a world of good on your vehicle. So what we're going to do is show you how to install this. And basically show you how relatively easy it is to do a transmission service on this particular vehicle. We're going to do this on a 1999 Discovery 2. This will be very similar to any of the other vehicles, so follow along, I'll show you how to do it. So before we get started what I'm going to do is give you a basic layout of what you'll be getting into. We have a drain plug on the bottom. We're going to take that out first, let the system drain out. And then the only thing you have holding the pan in are 6 small bolts. You have 1 in each corner and then on each side there's 1 in the middle. Now the way they have this configured, they have a lip on the pan that goes all the way around. And on that lip is held in place by these little, I guess you could call them a block or a spacer or whatever you want to call it. But the bolt runs through it. As you can see there. Now when they've been up in place for about 17 years as in this case, they have a tendency to lock themselves in. So I would suggest is if you're a do it yourselfer, and you plan on doing this, you may want to start a week ahead of time and just shoot those bolts down about every other day with penetrating oil let the stuff work its way in. If you're a shop, definitely you still want to get in there and give them a little shock treatment, shoot them up with penetrating oil. You can take a straight punch with a small hammer and just give a wrap. Or if you have access to compressed air, with an air hammer just a quick shot right at the end of each bolt. Hopefully to break the corrosion loose. So that's essentially what you got. Be very careful, these bolts are very susceptible to breaking. It's a very small bolt that run into an aluminum housing. And when they are there for a while they will lock themselves in place. And you won't even know it. You'll spin it out and feel like the bolts turning. It just snaps right off. So if that's the case then you are going to be getting into a repair. So be very careful taking them off. Anyway, so, let's get started. We're going to take this apart. Drop this pan. And get into the filter change. So, we're at the point now, we've run it through the gears. We let our drip down to the pint where we knew we had a good level. Install the new plug. And at this point we're essentially done. We've done a transmission service. So with that new filter in place, like I said, it helps with fuel economy. It definitely adds to the life of the transmission. The fluid does break down after a while. And overall it's just going to let this transmission last a lot longer and perform better. So when you're ready to do the transmission service on your D2 or your P38 just give a call to any of our knowledgeable salesmen at 1-800-533-2210. And thanks for watching.
Have you noticed your Range Rover surge or start to lose throttle response? Watch Doug, our Land Rover Master Technician, as he removes and replaces the throttle body housing demonstrated on a 2008 Range Rover Sport Supercharged. Because of it's location under the hood, the throttle body housing does not get good ventilation. The motor that operates the throttle plate on the housing then deteriorates, due to heat and overheating, and malfunctions. Using our Throttle Housing Part # LR006142G, and Throttle Gasket Part # 4536886G you will resolve this problem. This service is also valid for the LR3, Range Rover Full Size (with Jag Engine) and the Range Rover Sport 2006-2009. Please refer any questions or comments to 1-800-533-2210.
Part# LR006142G with 4536886G Remove and Install the Throttle Body Housing and Gasket Demonstrated On 2008 Range Rover Sport Supercharged. Hi I'm Doug, your tech support representative here at Atlantic British. And in this video we're going to touch base on something that's not showing up on some of the Supercharged 4.2's, on both the Full Size Range Rover and the Sport. And what's happening is the throttle body's, or actually the motors that operate the throttle plate in the throttle body's are starting to break down from overheating. And how that happens is because of the location of the throttle body. On the regular 4.4 the naturally aspirated it's up front and within the breeze of the fan and it doesn't run as hot, plus it has a cooler in it. Whereas with the Supercharged, it's actually buried back towards the back of the engine down in the area that really doesn't get a lot of ventilation and so it runs in a much hotter area. So we're finding what happens is going down the road under certain conditions all of a sudden the vehicle will surge, start losing throttle response, there's a number of different functions in there. And sometimes it may not even kick a fault code when it happens. So we're finding this seems to be the cause of the majority of them. I've actually done a few over the years, and it does solve that problem. And essentially all you need parts wise is a replacement throttle body. This is original equipment. This is all that you can get right now. The aftermarket companies aren't making these. And a new gasket. And the rest is basically going to be labor to access it and replace it. And you'll see that both are original part numbers and we find that of course they work the best. But again, because of where they're located and the design, they do break down over a period of time. So what I'm going to do is show you how to do the repair on that, and fix that problem. All right, before we begin, what I'm going to do is just give you a quick rundown on some of the tools you may need to do this repair. And as you can see I've got 2 hose pinch pliers, which can be substituted different sizes or small vice grips, so anything in that line. I prefer these because they don't cut into the hose. A long pair of 45 degree angled needle nose, although you can still get in there with a regular needle nose. This just makes the job easier. Small pair of slip joint pliers. Long extension for quarter inch drive along with a 7 millimeter universal. And 8 millimeter deep. A 8 millimeter universal with a shorter extension. You can see I have 2 quarter inch drives here. You can get away with just one. With a 7 millimeter deep. And a straight blade screw driver. Number 3. And a flashlight.What we're going to do now at this point. You'll start your vehicle. Let it sit and idle until it's fully warmed up. Give it a good 6 to 10 minutes. And then just take it for a drive and let everything basically set itself as you're driving. So, when you're ready to get rid of that throttle issue on your Supercharged 4.2 either on the 2006 to 2009 Sport, or the 2006 to 2009 Full Size Range Rover, just give a call to any of our knowledgeable salesmen at 1-800-533-2210. And thanks for watching.
Jim demonstrates how to change the ignition wires on a Land Rover Discovery Series II, 1999 - 2004. Watch Jim as he reviews the steps necessary to change out the old ignition wires on your Disco. Jim also explains some of the costs and benefits of using Magnecor Ignition wires instead of Genuine ignition wires.
Discussion and Installation Tips: Ignition Cables For Discovery Series II and Range Rover P38 (Bosch engine)Hi it's Jim at Atlantic British. I do the technical support here. We've had a few questions about doing ignition cables on a Discovery 2, which we have here, or a P38 with the Bosch style engine. It's a bear of a job. I'm just going to go through it pretty lightly today. Maybe you will be able to understand why your shop is charging you a lot of money to do this, or why you may not want to do it yourself. We're going to step over here, and the 1st thing you'll notice is these spark plug wires are buried down in here. And then they go back to the coil, which is buried down behind the engine. The only real way to do this job is to get this upper manifold out of here. It's not that difficult. Basically you are going to take the plumbing going to it off this way. There's like 4 bolts up here. There's a couple of water hoses that have to get out of the way. It might be a good idea to get the AC compressor out. Actually, if you're going to do that, it might be a good time to replace the belt, too. Once you get this out, you'll find the coil buried down in back. I have one on my old Rover over here I'll give you a look at so you can see what some of the problems are. If we go around to the other side, you can see the wires here, they go in the loom, buried down into Never Never Land. When you're doing this job, there's a couple things you probably should get. Underneath the manifold there's this gasket. It's a crush gasket. If you take it out. You should put a new one in. Obviously we stock this part. What I wanted to point out with the ignition coil when you get down in there, it's facing you like this. One of the hardest things to get done is getting the spark plug wires in place. I have a genuine wire here. It has a little spacer. It will slide right down in there very nicely. Main thing you want to make sure with this job is this is secured in there. This is the genuine wire. These are $30 apiece. Kind of expensive just to get this little spacer. Here at Atlantic British we like to give you alternatives. Actually we do these coils here - that's an alternative. We sell the Magnacor spark plug wire set. It's a very good set. A lot of hot rod guys use this company. The thing you have to notice on these wires, it doesn't have that little spacer so when you're installing it you have to make sure that this piece gets centered on that little pin on there. Otherwise you'll have a misfire and you won't fix what you're trying to fix to begin with. The Magnecor set of wires here available at Atlantic British, it's $140 for the whole set of 8, compared to $30, like I said earlier, for the genuine ones, are $30 each. Get this all apart and you get confused. I would recommend doing 1 wire at a time. I get phone calls of people got everything apart and they can't seem to figure out where to put the wires. On our website, you can go to Rovers Resources under Discovery and you can find this diagram. Another little picture here I have. This is looking down in the back. That's what you're going to see once you get the manifolding off, where the ignition coil is. There's another picture here that we can send you. It's a little more self explanatory. You have to notice that this is viewed from the back if you were like sitting in the drivers seat looking at your ignition coils. As I said we have everything you need to do this job here at Atlantic British. Check us out at RoverParts.com. Give us a call at 1-800-533-2210. Check out our sales guys. They know all about this job. What you need to get to do the job. As another thought, thinking about doing this job. If you take the manifold off, that's the perfect time to do your valve cover gaskets, too. They're right there. And I've had a couple of guys tell me it's actually easier to get the valve cover out to feed the wires around the back. So, it's a bear of a job. It's doable. If you have long, skinny, micro fingers you may be able to do it without taking them out. I can't do it. Follow us on Facebook and we'll get you through fixing your Rovers.
With 4.0 / 4.6 Bosch engines in older Rover models like the 4.0 / 4.6 Range Rover or Discovery Series II, the coolant regulated heater plate at the bottom of the throttle body are notorious for leaking. This video shows you how to fix this leak. Doug, our Land Rover Master Technician, removes and replaces the throttle body heater plate on a 2002 Discovery Series II. We use the throttle body heater plate kit # MGM000010K in this service. This video also covers removing the throttle body and replacing throttle body gasket (ERR6623). Questions about this video? Call us at 1-800-533-2210 or contact us via live chat.
For 4.0 / 4.6 BOSCH Engines Throttle Body Heater Replacement (Kit # MGM000010K) Performed on 2002 Discovery Series IIHi I'm Doug, your tech representative here at Atlantic British. In this video we're going to talk about a common issue with the 4.0 and 4.6 BOSCH engines which is the coolant regulator heater plate that's on the bottom of the throttle body. These leak quite often. As a matter of fact in this case what we're going to do is we're going to show you one on this Disco 2. This is a 2002. Where the heater plate is located on the bottom side of the throttle body just under your throttle plate. And you can see the build up of coolant right on the edge there which is telling me we have a leak. Now we had to add some fluid to this vehicle over a couple weeks. So we knew we had a leak and that's where we found it. So what we're going to do is we're going to remove that throttle body and we're going to install this kit MGM000010K. And what you get is the actual replacement plate. The gasket. And the 3 screws with lock washers that hold them in place. We're also going to need a throttle body gasket. We want to replace that after removing the throttle body. That's an ERR6623. This is basically is all you're going to need to fix this. And it's a relatively easy fix. So first we're going to start with removing the intake tube, the throttle cables, and then the breather hose on the back side of the throttle body.So we want to make sure we're on good and snug. We'll hook our 2 clamps on. And down here somewhere is our connector for the mass airflow sensor. Stick that on there. And we'll run that in until we hear that click. Throw the line back in there. Okay. And you're done. So we've taken care of our coolant leak. And you might need to add a little bit to your overflow bottle. You really didn't lose that much. But you want to make sure that that's at the proper level any way. So, when you find that water leak and you're ready to change that heater plate on the bottom of the throttle body on your BOSCH equipped 4.0, 4.6, either the Range Rover or the Disco, call any of our knowledgeable salesmen at 1-800-533-2210.And thanks for watching.
Here is the step-by-step process in the removal and installation of the transmission filter conversion kit on a 2005-2009 LR3. Using kit # ATFCK , this is an easy change filter conversion kit for all Rovers using ZF 6HP Automatic Transmission. This includes the LR3, LR4, Range Rover Sport and Range Rover L322 models. Installing the original factory filter change kit is a very lengthy process. The original sump and filter are normally one piece and fitting involves jacking the engine up and unbolting the mounts, plus, the removal of the exhaust. This new kit has a two-part filter and pan design, which makes installation much easier. Doug will also address replacement of the Automatic Transmission Valve Body Sleeve part number TZV500010G which has a tendency to leak. It is recommended that this sleeve be replaced while you have the pan down. This service is recommended to be performed every 50,000 to 70,000 miles to ensure optimum performance.
Kit #: ATFCK Install the Automatic Transmission Filter Conversion Kit on LR3, 2005 - 2009, Cylinder Gasoline, North American SpecificationsHi I'm Doug. I'm your tech support representative here at Atlantic British. In this video we're going to touch base on a new and innovative product, definitely a labor saving item. This is a transmission kit for the Sports and the LR3s with the 4.4 V8. And what they've done is they've gotten away from the 1 piece pan and filter set up which up to this point, when you went to change over the filter in your transmission you had to remove one of the catalytic converters, the crossmember. You had to support the transfer case. And in some cases we had to take one bolt out of the right side motor mount and we had to jack the engine up to get that out of there. So because of input from alot of Land Rover owners, what they've done is come up with a kit so we have a separate filter and pan so that we can actually install this without taking all this extra out of the vehicle. And what it essentially does is, and those of you who aren't familiar with the original design you have a plastic pan similar to this with a filter in it. The filter is part of the pan with this stem. This stem is what the killer is because you have a cross member. It's only about an inch underneath this pan. So to get these out, you've got to be able to jack the whole drive line up at one point to clear this piece out of here. But now you can just drop the original pan. Cut the old tube off with a hacksaw. Pull that out once we get the pan out of the way. You take the new filter. You pop the filter up in place. And then the pan slides in. And with the kit you get the new filter. The new O ring. New set of bolts. And a metal pan instead of plastic. It's overall going to be a better situation. It also makes it alot easier for do it yourselfers, as opposed to having to bring it to a shop because of all the extra assembly and disassembly. This has been a long time coming. This is a great product. What I'm going to do then is we're going to show you initially how to install it and how we're going to drain it and how we're going to change this over without having to take all that extra pieces out of the vehicle.There we are. So we've reached the point where we've filled this up. We've got 1 drip per second. We capped, put the plug back in. Be very careful because that catalytic converter is going to be very hot. You may want to invest in a set of what they call, actually they are available, kevlar gloves. Just something to keep you from burning your hand on that catalytic converter. Tighten the plug down. Next step is obviously let it run. Let it sit for a minute. You want to check for any leaks around the gasket. Once you're confident that you have no leaks then basically we're done. So at this point now we're going to let it cool down just a little bit. And then we can reinstall the bracket. That supports the heat shield. Put the heat shield back on. And reinstall the front dash plates. So all that we did in the beginning you're just going to reinstall just the way you took it off. Very easy. So, when you're ready to do the transmission service on your LR3 or your Sport, just give a call to any of our knowledgeable salesmen at 1-800-533-2210, or you can click on this link or if you wish to subscribe to our YouTube channel you can click on this link and that will take you to that. So we thank you for watching. And Rover on.
Watch Doug, our Land Rover Master Technician, explain the process involved in changing the air filter on a Discovery I 1994 - 1999. Using Part # ESR1445 , it is recommended that the air filter be replaced every 30,000 miles. Questions about this service? Call us toll free at 1-800-533-2210 to speak with one of our knowledgeable product specialists or contact us via live chat.
Part #: ESR1445 Replacing Air Filter On Discovery I, 1994 - 1999, 8-Cylinder Gasoline, North American SpecificationsHi I'm Doug. I'm your tech support representative here at Atlantic British. And we're going to introduce you to one of the maintenance and repair kits that we have for the Discovery 1, 1996 to 1999. This is the air filter kit which is actually a regular maintenance that you should be doing on your Land Rover. Definitely want to check the air filter on a regular basis. They can grossly affect your drivability, your fuel economy should they get dirty, plugged up. So you definitely want to keep an eye on them. So, what we have here is our kit number ESR1445. What you receive is 1 air filter that meets Land Rover specifications. Comes with the seal already built into the air filter just like the original. Now what I am going to do now is show you how to install your air filter and take care of this maintenance yourself. Alright. So, first thing - fender cover. You don't want to put any scratches or dings in your Land Rover so I always recommend put a cover down. It only takes a couple seconds. Should you not have any covers, we actually do offer these in our website catalog so you want to look at these we have them available in red and black. So, here is the air filter assembly that we showed you. And it's a simple matter of clips, 4 clips on the box cover itself and 2 that attach it to the mass airflow sensor and your air temperature sensor. The air temperature sensor has a little metal ring around where you can just wiggle and disconnect that. You can take a flat blade screw driver and grab the bottom of the clips. I recommend using a screw driver instead of your fingers because sometimes these clips can be a little on the tight side. They'll come up and snap your fingers and it doesn't feel good. Just grab the bottom loop and pull up. Same with the clips on the mass airflow sensor. You don't have to disconnect the mass airflow. Just leave it. Pull cover off. 2 things you want to notice on this air filter. One, it's obviously dirty. 2, it wasn't originally installed properly and you can see how it's pulled that down and it's drawing in dirt and whatnot down into the filter. Or actually this is going to filter from the bottom up. You can see this build up right here. This gets on this screen for the mass airflow sensor can directly affect the way that the vehicle performs. So, as you can see, we got our money's worth out of that one. Looks like we have a tenant. This is the first time I've pulled this cover off on this vehicle. So we obviously had a tenant in there as well. So, that's the other thing. You want to wipe out the box. Clean it out. Get any debris out of there. Maybe grab a shop vac, clean all that out of there. Secondly, when you put this back together and I noticed in on this one. There should be an O ring around this mass airflow sensor. So you want to make sure that the O ring is there. If you don't see it, check around, make sure it didn't drop off when you disconnected the top cover. If not, you want to get a replacement. And it's just a simple matter of when you put the new one in, set it in place. Make sure the gasket is fully set all around. And then just simply reinstall the top the way you took it off. Wiggle that around until you actually feel it seat down in place. And then it is just grab the top loop. As you can see where you have a little tab right there where the clamp grabs onto. Push straight down. Clamp straight down. And just do that all the way around. Mass airflow sensor - same thing. Clip into the hole that they have on the backside. Clamp it in. Don't forget to plug your sender back in. And that's it. You have an air filter. Now you can obviously with the way this one is plugged up, this was going to affect the way the vehicle ran. Definitely going to affect your fuel economy as well. With the price of gas these days you want to try and keep that as low as possible. So for a minimal amount of work, for a minimal amount of money, you can do a good maintenance on your vehicle. Do check your air filter on a regular basis. And again, when you're ready to change this over, just call any of our knowledgeable salesmen at 1-800-533-2210. And thanks for watching.
Watch Gareth, our Land Rover Technician, explain the process involved in changing the water pump on a Range Rover Sport 2014. This process and part also applies to late model Land Rover LR4 and Range Rover Full Size L495 vehicles noted below. Installation uses part/kit # LR097165GK , which includes the water pump, Genuine oil cooler pipe and Land Rover Genuine oil cooler outlet pipe O-Ring. After installation, Gareth goes over bleeding the coolant system.
Today's video is on engine water pump replacement on a 2014 Range Rover Sport Supercharged. It was established by the owner that the coolant level light was coming on continuously after topping off and under in a bit of investigation there was evidence of coolant leaking down into the lower engine compartment and at closer inspection there is visual leakage from around the water pump area. So today we're going to start off by removing the components that surround the area of the water pump. We're gonna start with the intake plenum, the air intake plenum rather. Which can be a little bit tricky. It has a couple of pipes on it that has some tight clips to remove. You have to take your time so not to break them. And then it opens up a whole lot more for access. I mentioned before about the pipes and clips that are hard to remove. This is the clip that is hard to access and remove. It's always good to spray it perhaps with a little bit of WD-40. It takes a tight firm squeeze on the outside to spread the tangs that lock it into place on the main intake pipe and then a little bit of wiggling to pull it off. Next step is to remove the main cooling fan. This one's fitted with a regular viscous fan, not an electric one. On a Supercharged vehicle the threads are counterclockwise to remove. On a normally aspirated one it's anti-clockwise to remove. So on the fan removal the shroud is a Halfmoon shaped piece. It has a screw, a quarter turn twist screw on one end, that loosens the main section of it. And then to get the other side unlocked out it's actually a slide backwards towards the engine as opposed to a pull of any kind. Once that's removed the main fan clip can be disconnected here. And then the main harness for the cooling fan can be removed. And then the fan can be taken out. The next step is to remove the belt off of the Supercharger here from the tensioner here. We're going to actually remove this front pulley here which is an idler pulley, which will give us better access to the rear main drive belt which actually drives the water pump itself. The tensioner for that is right here and it's turned towards the left to release the pressure from the belt. We'll pull the belt off, probably remove the tensioner so it gives us access to the screws at the back here which hold the water pump in place. Now with the first supercharger drive belt removed we're going to remove this pulley so it's going to give us more access to remove the water pump. Again we'll probably end up having to remove the tensioner here so we can access all the hardware that holds the main water pump on. Okay so removal of this idler pulley was a bit of a task. They can seize on and be quite tight we sprayed it with PB Blaster and shocked it several times around the outer circumference and also pried gently on the back edge of the lip. It did take some working to get it off. It did come off but as you can see even the smallest amount of rust on the spindle here can cause it to stick on. The part is off. It'll get cleaned up on the main hub and on the main spindle. So hopefully it's easier to remove and reinstall at future dates. So with the belt removed off of the pulleys the next step is to remove the tensioner here that obstructs a couple of pieces of hardware that needs removal from the front of the water pump to replace it. I generally leave the belt on in place to save time removing lots of other components whereas we're just going into the water pump area. So the coolant leak we can see now is quite exposed. The actual coolant is kind of solidified a little bit and almost turned to a gel. It appears to be coming from the back face of the water pump itself. There's a little bit of evidence up on the top here I can see also. You can see how it's been running down the front of the engine. So next step removing the coolant hoses from the water pump itself. There is a little plastic elbow that goes in here. This is a little sleeve you have to keep pressure against while you pull out the little plastic L-shaped elbow out of here. It can be left attached but I like to disconnect them so it doesn't get damaged while I'm working on the vehicle. Next step is to remove the big hose. I have a tool here just slip it underneath the hose so I can remove the seal from between the hose and the actual water pump itself. So the water pump is held in place by four retaining screws. There torques headed and there a t30 in size. It's always nice to use a little bit of an extension so you don't have to be crowded too tight into the into the engine area. I'm gonna put a ratchet on this to break them loose and probably spin them out with an air ratchet. So with all the four screws loosened and removed the pump should pull right out like that. And if you look carefully we see the evidence of probably what looks like the gasket has been leaking around the water pump here. We have this hard or gelled coolant. Oh, and also at the bottom of the water pump probably out of the seep hole. The next step after removal of the water pump is to remove and replace this small plastic black bypass hose that actually goes from the water pump to the supercharger coolers, water coolers, on the intake manifold. I's done by giving it a quarter turn. You can you see there's a Halfmoon shape plastic disc that locks it into place and then a gentle pull and it's out. You do have to ensure that in here there is a seal that goes on the pipe to the intercoolers, which actually got stuck on the pipe. I'm going to go and remove it right now. In the kit that we sell you get this new O-ring. That's actually on quite tight so it's gonna need some help to get off. This is the seal that was stuck on the pipe that goes to the intercooler. They kind of get hot and glue themselves on a little bit. A little bit of leverage and it pops right off. So the next job is to remove any dirt, debris, the gelled up coolant. As you can see in this area that was leaking from around the gasket and, of course we've got some old tree seeds that have managed to find their way into the engine area here. It would be nice just to remove it and clean it up a little bit. So this is the new water pump that we're going to install. It's an OE water pump. As you can see it comes with the new gaskets, new hardware to install. This is where the plastic elbow goes that we removed from the old one. This is the new bypass piece of pipe that goes it into the cooler pipe and then it's turned a quarter turn to lock it into place. However not forgetting the all important seal that needs to go on there first. Once it's on, or during, just before installation I like to put a little bit of lubricant around the main seal so it'll slide into the bypass pipe nice and easily. So the new seal is installed onto the bypass pipe that goes to the coolers in the intake manifold. Then the short plastic bypass hose goes on to that. It can be a little bit firm push. So the bypass hose is pushed on and as you can see this Halfmoon disc has to go almost horizontal and then to lock it in place you give it a quarter turn so it can't slide off. Next is the install of the new water pump. I'm going to slightly lower it and locate it into place. It can be a bit fiddly. So the new water pump is installed on. I'm actually going to tighten it up hand tight initially so everything is comfortably fitted to the engine and then I'm going to do my final torque and then we're going to reinstall the coolant hoses. So here's the elbow, the plastic elbow hose for the small bypass hose that we took off earlier. It literally just pushes into place. You just spin it around to locate it to the right orientation and then the old hose gently has to be slid back over it like so. Now to reinstall the tensioner that I took off so we could access the water pump hardware goes back against the block here. There are locating dowels here and here which will go into already cut out holes here and here. So the next step after installing the tensioner is to make sure the belt is on properly. It routes around all the outside of the v-belt pulleys, around the crank, back underneath, around and over an idler here, around the alternator and back over the top of the water pump. So the idler pulley is reinstalled as you can see. I generally put it on loosely initially just so I can actually align the bolts to the back flange holes. If you're have in difficulty with that a nice, short small old screwdriver will do. that you place through one hole and place through the other hole just to get things started. Then you should, you know, you can be pretty much ensures you can start screwing in the screws and tighten it up. I tighten them down evenly and squarely to make sure that the pulley goes and seats nice and flat against the back flange. Alright the install of the next belt which is the supercharger drive belt, goes around the main crank pulley up, around the tensioner, over the top of the idler here, and then around over the top of the supercharger drive, and back around the loop of the idler pulley that we just reinstalled. So we have the belt reinstalled back on the supercharger, around the idler on the tensioner, around the main idler pulley. The pulley is now tight with the three screws. The next step is to reinstall the viscous fan and reconnect the electrical connector to it, bearing in mind, again, with it being a supercharged engine, to retighten the fan it's a right-hand thread to tighten, whereas if it were normally aspirated it's a left-hand thread to tighten. So we now have the viscous fan screwed back on. It does, it can be a little tricky so do take your time again with it being a supercharged version it's got a regular right hand thread to screw it back on, left hand to undo. Whereas the normal aspirated one again to put it back on it's a left hand thread and a right hand thread to take off. Next is the electrical connector. Which locates in the fan shroud, and is obviously being a little tricky to install. Now to install the top part of the Halfmoon shroud on the top of the radiator fan shroud. A you can see it has a almost a full moon shape slot it sits into on the main shroud. It has to be slid in forwards towards the front of the car and then a quarter turn screw on the far side to lock it into place. Next install the plastic intake plenum. The only tricky thing about this is is aligning the breather pipe that goes on here. My advice is to spray a little bit of penetrating oil on the pipe seal that clips onto here which will aid pushing the pipe onto the main housing. And when it goes on firmly and securely you'll hear it actually click into place. The intake plenum is all back on tight and secure. The clips are located properly holding the coolant lines for the cool of supercharger. Now we're going to just finish off by putting the two intake pipes on and we're gonna start refilling the cooling system and we're gonna start bleeding, start the car up and start bleeding the cooling system and getting it up to normal operating temperature. It's time to refill the reservoir with coolant. To do this properly of course remove the trim from the top of the reservoir because we're gonna need to access the bleed screw which is actually kind of hidden away a little bit down here. We fill the reservoir until it's full. Start the car up. Let it idle and then crack the bleeder loose until we start to see coolant slowly bubble out. Then close off the bleeder and continue to run the engine at an idle until temperature starts to rise. And then probably put the cap back on and bring it up to a high idle and constantly keep an eye on the temperature gauge so that the gauge comes up to normal operating temperature. If it happens to creep above that switch the vehicle off. Let it sit for a good couple of hours to hopefully and possibly burp out any air bubbles that might be caught in the cooling system causing it to perhaps get hot before it should. As you can see the air is starting to bubble out of the bleeder. I like to keep it open until I see maybe a good steady flow of coolant coming through. It may take a while so you do have to just keep an eye on it. So at this point now we have the cooling system bled out. The coolant level is at the correct level, at the max level reservoir. It may need, once the vehicle sits for a few hours with the engine off, it may need topping off, as any air that might be possibly trapped in the cooling system may burp through into the reservoir and and it may lower the coolant level down to a point where it may turn the light on. So it's always worth a check of the coolant level after it's sat for two to three hours and cooled off a little. And may be topped off. So if you find yourself in need of a new water pump and your water pumps leaking please give us a call at 1-800-533-2210 and talk to one of our friendly sales agents and they'll be able to set you up with a new water pump and any other needed parts you need to get the vehicle back on the road.
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