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6 cylinder cylinderhead The top end design of the Rover 6 cylinder was based on a stack system with a die-  cast aluminium alloy camshaft carrier. This gave considerable production engineering  advantages over the discrete bearing caps used in the Dolomite Sprint engine, and  also anticipated the construction used for the K-Series engine by many year. The  overhead camshaft is driven from the crankshaft by an external belt. The camshaft  operates directly on the inlet valves, whilst the same cams operate the exhaust  valves via rockers. 
The cylinder head, gravity die-cast in aluminium alloy, has a classic high efficiency cross  flow configuration. Using the ingenious overhead camshaft layout now so well known in  the Design Award-winning Triumph Sprint cylinder head, the two valves in each cylinder  are operated by the same overhead cam. The inlet valve is operated directly by the cam,  via an inverted bucket tappet, while the exhaust valve is actuated by a cast iron rocker  from the same cam.   Hence it has been possible to use optimum valve inclination (40° included angle) while  keeping the compact simplicity of a single camshaft design. The camshaft, rocker shafts  and tappet slides are all located in a single high pressure aluminium alloy precision die  casting to facilitate assembly and servicing. This full-width casting mounts directly to the  cylinder head. 

Camshaft, Removal and Refit

Remove the camshaft drive belt cover. Turn the crankshaft unit the following  conditions are achieved to assist assembly: 1) The mark on the crankshaft pulley is in line with the "0" on the timing scale. (4a  and 4b)  2) The groove in the camshaft drive gear coincides with the carrier. 3) The distributor rotor arm points to nr 6 spark plug cap.  Remove the hot air hose for better clearance. Disconnect the vacuum pipe and LT  leads from the distributor. Slacken the camshaft drive belt, adjust the bolts and  slip the belt from the camshaft gear. Remove the seventeen camshaft carrier  retaining bolts. To prevent the exhaust valve pallets falling from their location when the carrier is  lifted, carefully lift the carrier squarely off the cylinder head approx. 50 mm and  place a piece of wood at both ends. To prevent the pallets to fall into the engine  you can close the two large gaps at both front and rear of the engine, exhaust  side with some cloth. Push the exhaust valve tappets down onto the valves and lift of the camshaft  carrier clear of the cylinder head leaving the tappets on the valves. 

Inspection

1) Check the rocker shaft for wear, scoring and pitting.   2) Examine the rocker pads for wear and pitting. Rockers with worn pads must be  renewed. Grinding the pads it not permissible.   3) Check the rocker bores for wear. 4) Examine the camshaft cams for wear, scores, cracks or pitting.  5) Check the bearing journals for wear, pitting and scoring.   6) Examine the tappets for wear and pitting.   7) Examine the camshaft bearing surfaces in the carrier for scores, wear and ‘picking up’.  8) Systematically check that all oil ways in the carrier are clear, firstly with compressed  air, secondly pumping oil trough the passages, and ensure oil is supplied to all bearings. 

Reassembling

When everything is inspected, cleaned and fault parts are replaced you can start re-  assembling the camshaft carrier. First check the camshaft end-float, and adjust if  necessary. Remove the old camshaft oil seal and refit a new one. Lubricate all the  journals to fit the carrier. Refit the camshaft, and secure it with the camshaft keeper  plate. Refit the camshaft drive wheel and secure with the bolt and washer. Refit the rocker shafts, fit the front rocker first in position. Fit the blanking plug and  secure the rocker shaft with the rocker shaft locating screw.

Camshaft removing.

When the carrier is removed, remove the camshaft keeper plate. It can be found on the  second bearing journal from the front. Hold the rockers aside whilst withdrawing the  camshaft from the carrier. 

Removing the rocker shafts and rockers.

1) Remove the front rocker shaft blanking plug(4) with the "o" ring (9).   2) Remove the front rocker shaft locating screw. (5)  3) Withdraw the front rocker shaft (6). Remove the rockers while removing the shaft.   4) Repeat this with the second rocker shaft on the rear end of the cylinder head.

Refitting the camshaft carrier.

1) Turn the crankshaft 45 degrees from T.D.C. to prevent damage to valves and pistons. 2) Fit the tappets onto their locations in the camshaft carrier (13).  3) Carefully lower the camshaft carrier onto the cylinderhead whilst ensuring that the  pallets are not disturbed.   4) Tighten the 17 carrier retaining bolts to 40 to 54 Nm.  5) Check the valve clearance and adjust if necessary. If all adjustments are correct,  remove the carrier once again.   6) Clean the carrier and cylinderhead mating faces.  7) Apply to the camshaft carrier mating face a continuous bead of Silcoset sealant (19).   8) Fit the carrier back on to the cylinderhead and evenly tighten all the retaining bolts to  40 to 54 Nm.  9) Turn the camshaft to T.D.C., see marker on the belt pulley. 10)Mount the complete cylindehead back on the engine block. 11) Turn the crankshaft back in T.D.C. position and refit the camshaft drive belt. 12) With a spanner, turn one the engine by hand to check the clearance of the valves.  (just a security procedure) 13)Refit the distributor, the HT leads, and the air hose.

Data

Number of bearing journals :

7

Diameter of journals :

51,00 to 51,013 mm

Inlet valve cam opens valves :

12° B.T.D.C

Inlet valve cam close valves :

52° A.B.D.C.

Exhaust valve cam open valves : 53° B.B.D.C.

Exhaust valve cam close valves : 12° A.T.D.C.

Firing order

1,5,3,6,2,4

Cam dwell period:

238°

Camshaft running clearance in carrier:

0,050 – 0,090

mm

End float in carrier :

0,050 – 0,144 mm

Distributor drive gear back-lash :0,0508 – 0,102 mm

Valve clearance: Inlet-

0,457 mm.  Exhaust  0,457 mm

Camshaft carrier bore diameter:

51,063 – 51,090 mm

6 cylinder cylinderhead The top end design of the Rover 6 cylinder was based on a stack system with a die-  cast aluminium alloy camshaft carrier. This gave considerable production  engineering advantages over the discrete bearing caps used in the Dolomite Sprint  engine, and also anticipated the construction used for the K-Series engine by many  year. The overhead camshaft is driven from the crankshaft by an external belt. The  camshaft operates directly on the inlet valves, whilst the same cams operate the  exhaust valves via rockers. 
The cylinder head, gravity die-cast in aluminium alloy, has a classic high efficiency  cross flow configuration. Using the ingenious overhead camshaft layout now so well  known in the Design Award-winning Triumph Sprint cylinder head, the two valves in  each cylinder are operated by the same overhead cam. The inlet valve is operated  directly by the cam, via an inverted bucket tappet, while the exhaust valve is  actuated by a cast iron rocker from the same cam.   Hence it has been possible to use optimum valve inclination (40° included angle)  while keeping the compact simplicity of a single camshaft design. The camshaft,  rocker shafts and tappet slides are all located in a single high pressure aluminium  alloy precision die casting to facilitate assembly and servicing. This full-width  casting mounts directly to the cylinder head. 

Camshaft, Removal and Refit

Remove the camshaft drive belt cover. Turn the crankshaft unit the following  conditions are achieved to assist assembly:  1) The mark on the crankshaft pulley is in line with the "0" on the timing  scale. (4a and 4b) 2) The groove in the camshaft drive gear coincides with the carrier.  3) The distributor rotor arm points to nr 6 spark plug cap. Remove the hot air hose for better clearance. Disconnect the vacuum pipe  and LT leads from the distributor. Slacken the camshaft drive belt, adjust the bolts and slip the belt from the camshaft gear. Remove the seventeen  camshaft carrier retaining bolts. To prevent the exhaust valve pallets falling from their location when the  carrier is lifted, carefully lift the carrier squarely off the cylinder head  approx. 50 mm and place a piece of wood at both ends. To prevent the  pallets to fall into the engine you can close the two large gaps at both front  and rear of the engine, exhaust side with some cloth. Push the exhaust valve tappets down onto the valves and lift of the camshaft  carrier clear of the cylinder head leaving the tappets on the valves. 

Inspection

1) Check the rocker shaft for wear, scoring and pitting. 2) Examine the rocker pads for wear and pitting. Rockers with worn pads must be  renewed. Grinding the pads it not permissible. 3) Check the rocker bores for wear. 4) Examine the camshaft cams for wear, scores, cracks or pitting. 5) Check the bearing journals for wear, pitting and scoring. 6) Examine the tappets for wear and pitting. 7) Examine the camshaft bearing surfaces in the carrier for scores, wear and  ‘picking up’. 8) Systematically check that all oil ways in the carrier are clear, firstly with  compressed air, secondly pumping oil trough the passages, and ensure oil is supplied  to all bearings.

Reassembling

When everything is inspected, cleaned and fault parts are replaced you can start re-  assembling the camshaft carrier. First check the camshaft end-float, and adjust if  necessary. Remove the old camshaft oil seal and refit a new one. Lubricate all the  journals to fit the carrier. Refit the camshaft, and secure it with the camshaft  keeper plate. Refit the camshaft drive wheel and secure with the bolt and washer. Refit the rocker shafts, fit the front rocker first in position. Fit the blanking plug  and secure the rocker shaft with the rocker shaft locating screw.

Camshaft removing.

When the carrier is removed, remove the camshaft keeper plate. It can be found on  the second bearing journal from the front. Hold the rockers aside whilst  withdrawing the camshaft from the carrier.

Removing the rocker shafts and rockers.

1) Remove the front rocker shaft blanking plug(4) with the "o" ring (9). 2) Remove the front rocker shaft locating screw. (5) 3) Withdraw the front rocker shaft (6). Remove the rockers while removing the  shaft. 4) Repeat this with the second rocker shaft on the rear end of the cylinder head. 

Refitting the camshaft carrier.

1) Turn the crankshaft 45 degrees from T.D.C. to prevent damage to valves and  pistons. 2) Fit the tappets onto their locations in the camshaft carrier (13). 3) Carefully lower the camshaft carrier onto the cylinderhead whilst ensuring that  the pallets are not disturbed. 4) Tighten the 17 carrier retaining bolts to 40 to 54 Nm. 5) Check the valve clearance and adjust if necessary. If all adjustments are correct,  remove the carrier once again. 6) Clean the carrier and cylinderhead mating faces.  7) Apply to the camshaft carrier mating face a continuous bead of Silcoset sealant  (19). 8) Fit the carrier back on to the cylinderhead and evenly tighten all the retaining  bolts to 40 to 54 Nm. 9) Turn the camshaft to T.D.C., see marker on the belt pulley. 10)Mount the complete cylindehead back on the engine block.   11) Turn the crankshaft back in T.D.C. position and refit the camshaft drive belt. 12) With a spanner, turn one the engine by hand to check the clearance of the  valves. (just a security procedure)  13)Refit the distributor, the HT leads, and the air hose.

Data

Number of bearing journals :

7

Diameter of journals :

51,00 to 51,013 mm

Inlet valve cam opens valves :

12° B.T.D.C

Inlet valve cam close valves :

52° A.B.D.C.

Exhaust valve cam open valves : 53° B.B.D.C.

Exhaust valve cam close valves : 12° A.T.D.C.

Firing order

1,5,3,6,2,4

Cam dwell period:

238°

Camshaft running clearance in carrier:

0,050 –

0,090 mm

End float in carrier :

0,050 – 0,144 mm

Distributor drive gear back-lash :0,0508 – 0,102 mm

Valve clearance: Inlet-

0,457 mm.  Exhaust  0,457

mm

Camshaft carrier bore diameter:

51,063 – 51,090 mm

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