Join Date: Oct 2008
Location: Isle of Skye
Car: 620SDi + 9 support Rovers
This a great guide. There a couple of things I would add;
1) Look closely at the fuel primer bulb for collapse and perishing. This is in the fuel line where it enters the engine bay prior to the fuel filter. Those cars that have it, if it looks fine, then leave it and enjoy the benefits of easier fuel filter servicing. If it doesn't look fine, be prepared to remove it and bridge the fuel pipe.
2) On the injector leak-off pipework, don't forget the one back to the injection pump from the spill-rail. As well as being perished (modern bio-rubbish) it quite often gets grief from the injector pipes chaffing it where the clipping has failed.
My point of note is that 4 years or 48,000miles is enough for any of the cambelts/FIP drivebelts on any age L-series. Just because Rover did not retro-specify the 7-year rule back down to 4-year rule does not make the earlier cambelt systems any better. I know, because I was the first Engineer to stand alongside development L-series engines with a stroboscope in the darkened test-cells, for oinths on end, trying to get the best software compromise for belt-load on the Job3 (Freelander) engine. When I couldn't work-out why the Job3 engine was so much worse, I went back to basics and looked at both Job1 (600SDi) and Job2 (200/400) under the same conditions, and realised that the belts were flapping just as badly, if not worse. I change my belts at 4 year intervals, the L-series is an aggressive little unit on its cam-drive.
The breather system was always an achilles heal, and anything that separates the oil from the air, before it goes back into the "elephants trunk" compressor intake, is a brilliant way to stave-off compressor damage.