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Camshaft cover bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 7
Camshaft bearing caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 11
Camshaft sprocket bolt (M10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 30
Camshaft sprocket bolt (M12) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 59
Crankshaft pulley bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 80
Sump bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 15
Sump spacer plate bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 7
Flywheel bolts (renew bolts and use thread locking compound) . . . . . . 49 36
Cylinder head bolts (see text):
Hexagon head bolts:
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 43
Stage 2 (after slackening) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 15
Stage 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tighten through a further 120°
Torx type bolts:
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 44
Stage 2 (after slackening) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 15
Stage 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tighten through a further 300°
Oil pump-to-block bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 15
Oil seal carrier plate bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 11
Oil cooler union nuts (remotely mounted oil cooler) . . . . . . . . . . . . . . . . 20 15
Oil filter mounting stub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 44
Timing belt tensioner nuts (spring-loaded type tensioner) . . . . . . . . . . . 15 11
Timing belt tensioner roller bolt (eccentric roller type tensioner) . . . . . . 20 15
Engine mounting bracket bolts:
M8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 25
M10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 33
Engine mountings:
RH nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 20
LH nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 26
Battery tray/bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 13
Lower mounting centre bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 25
Lower mounting to subframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 33
1 General information
How to use this Chapter
This Part of Chapter 2 describes those
repair procedures that can reasonably be
carried out on the XU series engine while it
remains in the car. If the engine has been
removed from the car and is being dismantled
as described in Part D, any preliminary
dismantling procedures can be ignored. Refer
to Part A and C for information on the XV, XW
and XY series and TU series engines.
Part D describes the removal of the
engine/transmission from the vehicle, and the
full overhaul procedures that can then be
carried out.
Engine description
The engine has four cylinders and an
overhead camshaft, is mounted transversely,
driving the front wheels, and it is inclined to
the rear at an angle of 30° from vertical. The
XU series engines are of 1580 cc (XU5) or
1905 cc (XU9), the difference in displacement
being achieved by increasing the stroke.
The transmission is also mounted
transversely in line with and on the left-hand
end of the engine. The final drive unit is
integral with the transmission and transmits
drive to the front wheels via driveshafts.
The engine has four wet liner cylinders, a
five-bearing crankshaft and an overhead
camshaft.
The connecting rods rotate on horizontally-
split bearing shells at their big-ends. The
pistons are attached to the connecting rods
by gudgeon pins. The gudgeon pins are an
interference fit in the connecting rod small-
end eyes. The aluminium alloy pistons are
fitted with three piston rings - two
compression rings and an oil control ring.
Camshaft drive is by a toothed timing belt.
The belt is tensioned by a spring loaded, or
eccentric roller tensioner assembly and also
drives the coolant pump. The camshaft
operates directly on bucket tappets; valve
clearance adjustment is by shims inserted
between the tappet and the valve stem. The
distributor is driven directly from the left-hand
end of the camshaft.
The oil pump is located in the sump and is
chain driven from the crankshaft. A forced
feed lubrication system is employed. Oil from
the pump passes to the oil filter then to the oil
gallery, crankshaft and camshaft. The valve
stems are lubricated by oil returning from the
camshaft to the sump. The oil pump chain
and sprockets are lubricated by oil in the
sump. On certain models an oil cooler may be
fitted, either on the engine between the
cylinder block and oil filter, or mounted
remotely in front of the radiator.
Repair operations possible with
the engine in the car
The following work can be carried out with
the engine in the car:
a) Valve clearances - adjustment.
b) Compression pressure - testing.
c) Timing belt - removal, refitting and
adjustment.
d) Timing belt tensioner and sprockets -
removal, inspection and refitting.
e) Camshaft oil seal - renewal.
f) Camshaft and followers - removal,
inspection and refitting.
g) Cylinder head - removal and refitting.
h) Cylinder head and pistons -
decarbonising.
i) Sump - removal and refitting.
j) Oil pump - removal, inspection and
refitting.
k) Crankshaft oil seals - renewal.
l) Flywheel/driveplate - removal and
refitting.
m)Engine mountings - inspection and
renewal.
2B•2 XU series engine in-car repair procedures