Bentley - Mulsanne - Workshop Manual - 1989 - 1989 (3)

ROLLS Workshop Manual IR{ ROYCE ~ -......u..,, Rolls .. Royce & Bentley motor cars Rolls- Royce Si Iver Spirit Rolls-Royce Silver Spur Rolls-Royce Corniche Rolls- Royce Corniche 11 Bentley Eight Bentley Mulsanne Bentley Mulsanne S Bentley Turbo R Bentley Continental Cars built from vehicle identification number (VIN) *SCBZSOT03HCX20001* to *SCBZEOOA5KCX27799* inclusive Volume 1 TSD 4700 September 1 989 Printed and Published by Rolls-Royea Motor Cars Limited Crewe Cheshire CW1 3PL England The information in this document is correct at the time of going to print but in view of the Company's continuing efforts to. develop and improve its products it may have become out of date by the time you read it and you should, therefore, refer to publication TSD 4736 Product Support Information. The information given hare must not be taken as forming part of or establishing any contractual or other commitment by Rolls-Royce Motor Cars Limited and no warranty or representation concerning the information is given. © Rolls-Royce Motor Cars Limited 1989 9/89 Introduction This manual is written specifically for skilled service personnel and it is therefore assumed that the workshop safety and repair procedures generally accepted by the motor trade are appreciated, understood, and carried out. Information relating to any subsequent modification will be circulated by the issue of amended or additional pages. Each chapter incorporates an issue record sheet. Reference must be made to these sheets when determining either the current issue date for a particular page, or the number of pages contained within a chapter/section. · · Throughout the manual reference is made to the right-hand and left-hand side of the car, this is determined when sitting in the driver's seat. In order to identify the two banks of engine cylinders, it should be noted that 'A' bank of cylinders is on the right-hand side and 'B' bank on the left-hand side when viewed from the driver's seat. Service personnel at Rolls-Royce Motor Cars Limited are always prepared to answer queries or give advice on individual servicing problems. When making an enquiry it is essential that the full vehicle identification number (VIN) is quoted. Important When obtaining information for a particular model always refer to the appropriate Chapter and/or Section contents page. 9/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 TSD 4700 I ~ Communications All communications should be addressed to one of the following depending upon the car's domicile. Rolls-Royce Motor Cars Limited Crewe Cheshire CW1 3PL England Telephone: 0270 255155 Telex: 36121 Fax: 0270 586548 Rolls-Royce Motor Cars International SA Au Glapin 1162 St-Prex Switzerland Telephone: 02 t 8062 7 31 Telex: 45421 6 Fax: 021 8062729 Roll9·Royce Motor Cars Inc. PO Box 476 Lyndhurst New Jersey 07071 USA Telephone: 201 460 9600 Telex: 427788 Fax: 201 460 9392 Rolls-Royce Motor Cars (Canada) Limited/Limitee 6634 Abrams Street St. Laurent Quebec H4S 9Z7 Canada Telephone: 514 335 9898 Fax: 514 335 2457 ( ' 9/89 I • I . Introduction This workshop manual has been compiled to assist Service Personnel responsible for the maintenance of Rolls-Royce and Bentley motor cars built from vehicle identification number (VIN) * SCBZSOT03 HCX20001 *. Information relating to any subsequent modification wi 11 be circulated by the issue of amended or additional pages. Each chapter incorporates an issue record sheet . Reference must be made to these sheets when determining either the current issue date for a particular page, or the number of pages contained with i n a chapter/section. Throughout the manual reference is made to the right-hand and left-hand side ofthe car, this is determined when sitting in the driver's seat. In order to identify the two banks of engine cylinders, it should be noted that 'A' bank of cylinders is on the right-hand side and 'B' bank on the left-hand side when viewed from the driver's seat . Service Personnel at Rolls-Royce Motor Cars Limited are always prepared to answer queries or give advice on individual servicing problems. When making an enquiry it is essential that the full vehicle identification number (VIN) is quoted. Important When obtain i ng information for a particular model always refer to the appropriate Chapter and/or Section contents page Isee samples). Chapter contents page Contents Sections Rolls-Royce Silver Silver Spirit Spur Corniche/ Corniche II Bentley Eight Mulsanne / Turbo R Mulsanne S Continental Contents and issue record sheets G1 G1 G1 G1 G1 G1 G1 I ntrod uct ion G2 G2 G2 G2 G2 G2 G2 Special precautions ( indud in g system contamination test procedure) G3 G3 G3 G3 G3 G3 G3 Hydraulic system pipework G4 G4 G4 G4 G4 G4 G4 Bleeding the hydraulic systems G5 G5 G5 GS GS G5 GS Anti-lock braking systeni G6 G6 G6 G6 G6 G6 G6 Hydraulic mineral oi! reservoirs G7 G7 G7 G7 G7 G7 G7 Section contents page Contents Pages Rolls-Royce Silver Silver Spur Spirit Corniche/ Comiche II Bentley Eight Mulsanne/ Turbo R Continental Mulsanne S Warning G2·3 G2-3 G2-3 G2-3 G2-3 G2-3 G2-3 Hydraulic systems G2-3 G2-3 G2-3 G2·3 G2-3 G2·3 G2-3 Facia warning lamps G2-4 G2-4 G2-4 G2-4 G2-4 G2-4 G2-4 Right-hand drive G2-5 G2-5 G2-5 G2-5 G2-5 G2-13 G2-S left-hand drive G2-7 G2·7 G2-7 G2-7 G2-7 G2-15 G2-7 Mineral oil hydraulic system colour coding and component location Cars fined with an anti-lock braking system 11/88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 TSD 4700 Communications All communications should be addressed to one of the following depending upon the car's domicile. Rolls-Royce Motor Cars Limited Crewe Cheshire CW1 3PL England Telephone: 0270 255155 Telex: 36121 Fax : 0270 586548 Rolle-Royce Motor Cars International SA Au Glapin CH·1162 St-Prex Switzerland Telephone: 021 8062731 Telex: 454216 Fax: 021 8062729 Rolls-Royce Motor Cars Inc. P.O. Box 476 Lyndhurst New Jersey 07071 USA Telephone : 2014609600 Telex : 427788 Fax: 201 460 9392 Rolls-Royce Motor Cars (Canada) Limited/Limitee 3870 Rue Griffith Street St Laurent Quebec H4T 1A7 Canada Telephone: 514 342 4332 Telex: 05824130 Fax: 514342 9973 11/88 Contents Chapter A General information Chaptar B Special processes Chapter C Air conditioning system Chapter D lubricants Chapter E Engine Chapter F Propeller shaft Chapter G Hydraulic systems Chapter H Sub-frames end Suspension Chapter J Final drive Chapter K Fuel system end Emission control systems - refer to TSD 4737 Engine Management Systems Chapter L Engine cooling system Chapter M Electrical system 1987/88 model year cars- refer to TSD 4701 Electrical Manual 1989 model year cars - refer to TSD 4848 Electrical Manual Chapter N Steering system Chapter P Torque tightening figures Chapter Q Exhaust systems Chapter R Wheels and Tyres Chapter S Body Chapter T Transmission 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSO 4700 Chapter A General information Contents Sections Rolls-Royce Silver Silver Spirit Spur Corniche/ Corniche II Bentley Eight Mulsanne/ Turbo R Continental Mulsanne S Contents and issue record sheet A1 A1 A1 A1 A1 A1 A1 Identification A2 A2 A2 A2 A2 A2 A2 Precautions AJ A3 AJ AJ AJ AJ A3 Specification A4 A4 A4 A4 A4 A4 A4 Data A5 A5 A5 A5 A5 A5 A5 Body and coachwork A6 A6 A6 AB A6 AB AB Special procedures A7 A7 A7 A7 A7 A7 A7 Raising, su ppo rti ng, and transporting the car AB AB AB AB AB AB AB Abbreviations. terminology, and symbols A9 A9 A9 A9 A9 A9 A9 Conversions A10 A10 A10 A10 A10 A10 A10 10/89 Printed in England ~ Rolls-Royce Motor Cars Limited 1989 TSO 4700 A1-1 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections Page No. 1 2 3 4 5 6 7 8 9 10 11 12 I A1 10/89 I A2 I A3 I A4 I AS l A6 'A7 j A8 I I A9 I A10 6/87 5/88 5/88 5/88 10/89 3/87 3/87 5/88 3/87 3/87 5/88 5/88 5/88 5/88 3/87 10/89 10/89 5/88 3/87 5/88 5/88 5/88 10/89 3/87 3/87 5/88 5/88 5/88 3/87 5/88 11/88 3/87 -------------,,,.....-,,,~---=-:-::-=-----------------=-==-----5/88 6/87 5/88 5/88 5/88 5/88 11/88 -----------------------------------11/88 11/88 13 14 15 16 17 18 19 20 21 22 23 24 ------------------------------------- ------------------------------------- 25 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~ 26 27 28 29 30 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 31 32 33 34 35 36 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 37 38 39 40 ------------------------------------41 42 43 44 45 46 - - - - - - - - - - - - ~ - - - - - - - - - - - - - - - - - - - - - - - 47 48 49 50 51 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 52 53 54 10169 Printed in England © Rolls-Royce Motor Cars Limited 1989 TSD 4700 A1-3 SectionA2 Identification A check digit is used to ensure the VIN is correct i.e. if the VIN is incorrect at any one digit, the check digit will show this. Note The letters I, 0, and Oare not used in a VIN, because they can be easily confused with the figures 1 and 0. Vehicle identification plates are fitted below the upper hinge of the right or left-hand front door pi liar depending upon the specification of the vehicle. The vehicle identification number is also shown between The Iocati o ns of the various id e ntifi cation numbers quoted in this section indicates their main positions. The numbers may also be found in other places depending upon the specification of the vehicle. Build sequence numbers will usually be found on the majority of main assemblies. Vehicle identification number (VIN) The vehicle identification number consists of seventeen dig its as sh own in figure A2-1. World manufacturer identifier Line of manufacture e.g. Z - Silver Spirit, Silver Spur, Mulsanne, or Corniche Body type e.g. S - Standard wheelbase, L - Long wheelbase, N - LWB non-division D - Corniche or Continental Convertible Turbo {OTA from 1988 model year, A- Active belts) I I OTO Check digit O to 9 or X I I Model year Bentley Eight I 800 H - 1987, J - 1988 etc. Plant of manufacture C-Crewe :0::~f;::.~'to " ' I *SCAZS0000HCH20001* I I Cars other than Position of steering ,;ght-h•;.::,:~:~.:eft-hand drive ~ B- Rolls-Royce Bentley T"l coffforming to • North Amarican ,pacffication 'E02A, s!e~ l Eigh/ tupant restraint system A - Active belts Engine type 02 - Naturally aspirated - Fuel injection Fig. A2·1 Vehicle identification number (including 1988 model year Bentley Turbo R cars) 6/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD 4700 A2-1 World manufacturer identifier Line of manufacture : z- All cars Body type - see table 1 Engine type - see table 2 Restraint system type - see table 3 Check digit : 0 to 9, or X Model year : J - 1988, K - 1989 etc. Plant of manufacture: C - Crewe Pos1tton of steering : H - right-hand drive X - left-hand drive l l *SCAZso2AOJCH'20001* Serial number I i A- Rolls-Royce B- Bentley Table 1 - Body type Table 2 - Engine type SNEF- 00 - L4101 naturally aspirated, fuel injection 02 - L4101 naturally aspirated, fuel injection, catalyst equipped Silver Spirit Mulsanne S Silver Spur, Mulsanne S (Long wheelbase) Eight Eight (Long wheelbase) D - Corniche II, Continental X - Silver Spur Limousine Table 3 - Restraint system A - Active seat belts B - Passive seat belts - front A2046 Fig. A2·2 Vehicle identification number (1988 model year and onward&. other than Bentley Turbo R cars) the supports of the right-hand front road spring pot. either stamped directly into the body. or on a plate attached to the wing ( see figs. A2-3 and A2-4 ). On cars conforming to a North American specification, an identification plate is fitted on the left-hand side of the windscreen surround, visible from outside the car. On cars conforming to a Swedish specification, a further VIN plate is fitted beneath the carpet in the luggage compartment on the right-hand side. When making any enquiries to Rolls-Royce Motor Cars Limited {or any appropriate member of the group) relating to the car, it is essential that the full vehicle identification number is quoted. Fig. A.2-3 Locations of the vehicle identification number (Corniche/Continental} A Left-hand lower corner of the windscreen Cars conforming to a North American specification B Lett-hand door hinge pillar- le~-hand drive cars C Right-hand valance in the engine compartment D Right-hand door hinge pillar- Right-hand drive cars Engine identification number A new system of engine identification numbering has been introduced. In the new system, a single identification number is used in place of the individual engine build code and serial numbers used before. The new identification number is stamped on a crankcase boss adjacent to the ignition distributor {see fig. A2·5}. and is made up of the following components. 6/87 A2-2 ~ ~ Section A2 Identification A check digit is used to ensure the VIN is correct i.e. if the VIN is incorrect at any one digit, the check digit wi II show this. Note The letters I, 0, and Oare not used in a VIN, because they can be easily confused with the figures 1 and 0. Vehicle identification pl ates are fitted below the upper hinge of the right or left-hand front door pillar depending upon the specification of the vehicle. The vehicle identification number is also shown between The locations of the various identification numbers quoted in this section indicates their main positions. The numbers may also be found in other places depending upon the specification of the vehicle. Build sequence numbers will usually be found on the majority of main assemblies. Vehicle identification number (VIN) The vehicle identification number consists of seventeen digits as shown in figure A2-1. World manufacturer identifier Line of manufacture e.g. Z - Silver Spirit Silver Spur, Mulsanne, or Corniche Body type e.g. S - Standard wheelbase, L - Long wheelbase, N - LWB non-division D - Corniche or Continental Convertible Turbo (OTA from 1988 model year, A- Active belts) I I I OTO I Bentley Eight I I 800, Check digit O to 9 or X I Model year H - 1987, J - 1988 etc. Plant of manufacture C- Crewe I Cars other than 1 fe,..~-~_.,,_r_:_.f~o-_:_-:_:_~'"·t-o~..,,-.,_........ . . , I Position of steering righl-h·r::v:~:~;·ft-hand drive *SCAZSOOOO HC H20001* ~ I Rol;s·Royce B - Bent,..,le_y_ _ _.....l_a_rs_c_on~~,m;ng to a North Ame,;can ,pe.;f;ca#on E02A B!e:----r 1:upant restraint system Eigh/ A - Active belts I Engine type 02 - Naturally aspirated - Fuel injection A204S Fig. A2·1 Vehicle identification number (including 1988 model year Bentley Turbo R cars) 6/87 Printed in England © Rolls- Royce Motor Cars Limited 198 7 TSO 4 700 A2-1 World manufacturer identifier Line of manufacture : Z - Common understructure ModeVBody type - see table 1 Engine type - see table 2 Restraint system type - see table 3 Check digit : 0 to 9. or X Model year : J - 1988, K - 1989 etc. Plant of manufacture : C - Crewe Position of steering : H - right-hand drive X - left-hand drive l *SCAZS02AOJCH20001* ' ~~ Serial number I A - Rolls-Royce B - Bentley Table 1 - Body type S - Silver Spirit, Mulsanne S N - Silver Spur, Mulsanne S (Long wheelbase) E - Eight F - Eight (Long wheelbase) D - Corniche ll, Continental X - Silver Spur Limousine R - Turbo R- From 1989 model year P - Turbo A (Long wheelbase} From 1989 model year Fig. A2-2 Fig. A2-3 Table 2 - Engine type 00 - L4101 naturally aspirated, fuel injection 02 - L4101 naturally aspirated, fuel 1nject1on, catalyst equipped 03 - L41 OITI turbocharged, catalyst equipped 04 - L41 OITI turbocharged Table 3 - Restraint system A - Active seat belts B - Passive seat belts - front A2452 Vehicle iden1ification number (1988/1989 model year, excluding 1988 model year Bentley Turbo R) Locations of the vehicle identification number (Corniche/Continental) A Left-hand lower corner of the windscreen Cars conforming to a North American specification B Lett-hand door hinge pillar - Left-hand drive cars C Right-hand valance in the engine compartment D Right-hand door hinge pillar - Right-hand drive cars the support& of the right-hand front road spring pot, either stamped directly into the body. or on a plate attached to the wing (see figs. A2-3 and A2-4). On 1989 model year four door cars, the vehicle identification number is stamr>ed directly into the body, forward of the right-hand front road spring pot (see fig. A2-4, inset F). On cars conforming to a North American specification, an identification plate is fitted on the lefthand side of the windscreen surround. visible from outside the car. On cars conforming to a Swedish specification, a further VIN plate is fitted bE:neath the carpet in the luggage compartment on the right-hand side. When making any enquiries to Rolls-Royce Motor Cars Limited (or any appropriate member of the group) relating to the car, it is essential that the full vehicle identification number is quoted. Engine identification number The engine identification number is stamped on a crankcase boss adjacent to the ignition distributor (see fig. A2-5). and is made up of the following components. 1 . A five digit build sequence number which commences at 60000. 5/88 A2-2 Fig. A2-4 A Locations of the vehicle identification number (Four door cars) Right-hand side of the luggage compartment 0 Left-hand side of the windscreen surround - Cars Cars conforming to a Swedish specification conforming to a North American specification B Right-hand front door hinge pillar - C8rs other E Left-hand front door hinge pillar - Cars than those conforming to a Middle East or North conforming to a Middle East or North American American specification specification C Right-hand valance in the engine compartment F Right-hand valance in the engine compartment - 1989 model ye8r cars - Cars prior to 1989 model year AJ468 Fig. A2-5 Engine identification number 2. A 5 or 6 character engine type code which denotes whether the engine is naturally aspirated or turbocharged (L41 OI or L41 OIT). 3. A single digit compression ratio identification. either 8 (8: 1 compression ratio). or 9 (9: 1 compression ratio). Example 60001 L41 OIT/8 = Turbocharged with 8:1 compression ratio. 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 Fig. A2-6 Transmission serial number In addition. 1989 model year turbocharged cars have the letter I as the final digit. Example 60001 L41 OIT/1 = Turbocharged with intercooler. This is now the only number stamped on the engine and should be used for all identification purposes. TSO 4700 A2-3 ~ ~ Transmission serial number The transmission serial number is located on a metal plate attached to the right-hand side of the transmission casing as shown in figure A2-6. Body serial number The body serial number is stamped on a metal plate which is attached to the front support bracket adjacent to the right-hand front road spring pot (see fig. A2-4, inset C). 5/88 A2-4 Section A3 Precautions The information contained within this section highlights important notes, warnings, and precautions listed in the appropriate Chapter of the manual. Th is section should be used as a quick reference guide to any features considered essential for the safety of either the operator or the vehicle . The list is not exhaustive_ In the interests of health and hygiene, items normally used in service workshops such as anti-freeze. hydraulic system mineral oil, lubricants, engine oil , adhesives, cleaning agents, etc., should all be treated with extreme caution . As these items can be of a toxic nature they must not be swallowed and contact with the skin must be kept to an absolute minimum. Manufacturers' instructions should be followed carefully. Workshop safety Whenever any work is being carried out on the vehicle with the engine running, always ensure that the gear range selector lever is in the park position, the parking brake is applied, and fuse A6 is removed from fuse panel F2 on the main fuseboard. Towing the vehicle Before towing the vehicle note the following. Do not tow the vehicle to start the engine. Do not tow the vehicle if any mechanical damage to the transmission is suspected. Do not tow the vehicle with a low fluid level in the torque converter transmission. If it is necessary to tow the vehicle for even a short distance a solid tow bar must be used. A speed of 56 km/h (35 mile/h) and a maximum distance of 80 kilometres (50 miles) must not be exceeded . For towing distances in excess of 80 kilometres (50 miles) either disconnect the propeller shaft or transport the vehicle. Always tow the vehicle with the torque converter transmission in neutraL Metric components A number of the nuts, bolts, and setscrews used in the manufacture of these ca rs are dimensioned to the metric system. It is important therefore, that when new parts become necessary the correct replacements are obtained and fitted . Chapter B - Special processes Storage When the car is stored, always ensure that the battery master switch is turned to the OFF position. If any electrical connections or disconnections are required, always disconnect the battery. Re com missioning Always ensure that the battery is removed from the car before charging. 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 Chapter C - Air conditioning Danger - Exhaust gases Due to the danger from inhaling exhaust gases the engine should not be operated for long periods in a confined space e.g . private garage. Sitting in the car with the air conditioning system operating does not eliminate this danger. First aid - Refrigerant burns If the skin is injured by refrigerant it should be bathed with clean cold water and medical attention sought immediately. Do not apply any localized heat, hot dressings, etc. An eye injured by refrigerant must be immediately washed with clean cold water. The eye must not be rubbed as this will aggravate the injury. A doctor should be consulted as soon as possible after administering emergency treatment. Chapter E - Engine Engine oils Prolonged and repeated contact with mineral oil will result in the removal of natural fats from the skin, leading to dryness, irritation, and dermatitis. In addition, used engine oil contains potentially harmful contaminants which may cause skin cancer. Adequate means of skin protection and washing facilities should be provided . Health protection precautions Avoid prolonged and repeated contact with oils, particularly used engine oils. Wear protectiva clothing , including impervious gloves where practicable. Do not put oily rags in pockets. Avoid contaminating clothes, particularly underpants, with oil. Overalls must be cleaned regularly. Discard unwashable clothing and oil impregnated footwear. First Aid treatment should be obtained immediately for open cuts and wounds. Use barrier creams, applying before each work period, to help the removal of oil from the skin. Wash with soap and water to ensure all oil is removed (skin cleansers and nail brushes will help). Preparations containing lanolin replace the natural skin oils which have been removed. Do not use petrol, kerosine, diesel fuel, gas oil, thinners, or solvents for washing skin. If skin disorders develop, obtain medical advice. Where practicable, degrease components prior to handling. Where there is a risk of eye contact, eye protection should be worn, for example, chemical goggles or face shields; in addition an eye wash facility should be provided. TSO 4700 A3-1 Environmental protection precautions It is illegal to pour used oil onto the ground, down sewers or drains, or into water courses. The burning of used engine oil in small space heaters or boilers is not recommended unless emission control equipment is fitted; in cases of doubt check with the Local Authority. Dispose of used oil through authorized waste disposal contractors to licensed waste disposal sites, or to the waste oil reclamation trade _If in doubt, contact the Local Authority for advice on disposal facilities. Chapter F - Propeller shaft Propeller shaft - To remove The crossmember centre section must not be allowed to hang on the parking brake cables. Chapter G - Hydrau,ics A WARNING Use only hydraulic system mineral oil (LHM) to replenish the braking and levelling systems. Do not use brake fluids (Castro I RR363, Universal, or any other type). The use of any type of brake fluid, even in very small amounts, wtll cause component failure necessitating extensive rectification to the braking and levelling systems of the car. Always ensure before fitting any seals, hoses, pipes. etc., that they are suitable tor a mineral oil system . For details of correct component identification reference should be made to Chapter G. Always ensure that two sealed containers of hydraulic system mineral oil (LHM) are fitted in the luggage compartment. Always ensure that no foreign matter enters the systems when work is being carried out . It is of the utmost importance that Service Personnel should fully appreciate that the hydraulic systems operate at high pressures . The systems are designed to operate safely under normal working conditions, but, when work is performed on the systems, certain precautions must be observed to ensure adequate safety to personnel and equipment. Cleanliness To ensure correct functioning of the hydraulic systems it is imperative that meticulous care is taken to ensure compiete cleanliness at all times. Operation of the brakes (engine not running) The service brakes (i.e_ foot brake) consists of two independent all power systems. The power for these systems in the form of hydraulic pressure is provided by two engine driven hydraulic pumps. When the engine stops, a limited reserve of pressure remains stored in the hydraulic accumulators. Due to brake operation, natural internal leakage. and height control system operation th is energy will be slowly depleted. Although a number of brake appl icati ans wi II be available immediately after the engine stops, it is recommended that the service brakes are not utilized when the engine is not running. Finally, always remember that if the car is being manoeuvred without the engine running, the footbrake will not stop the car if the pressure in the hydraulic systems is exhausted . Precautions before working on the car Before any work, except bleeding and specified tests, is carried out on the car hydraulics, the systems must be de pressurized (refer to Section A 7 or Chapter GJ. With the exception of bleed screws, components must never be disturbed when the systems are in a pressurized state. Hydraulic system mineral oil The hydraulic braking and height control systems of the car are filled with hydraulic system mineral oil which is green in colour. Always refer to Chapter D - Lubricants, for the correct type of approved hydraulic system mineral oil to use in the system . Warning Hydraulic system mineral oil is not miscible with conventional brake fluids (i.e. RR363 or Universal types). Under no circumstances should any fluid other than the genuine hydraulic system mineral oil be used. Contamination of the hydraulic systems with a conventional vegetable or synthetic type brake fluid will cause the seals and hoses to deteriorate which could result in eventual brake faults. To avoid contamination, all mineral oil containers and components should be stored in a clearly defined area away from that used for conventional brake fluid . Before topping-up the system, if contamination is at all suspect, check the contents of the mineral oil reservoirs using the contamination kit RH 284 1. available from Rolls-Royce Motor Cars Limited at Crewe. Component identification Al I components which are susceptible to dam age from brake fluid are colour coded Green and have a GMF prefix part number e.g . GMF 1062. Other components which are not susceptible to brake fluid damage (i.e. metal pipes and connectors) are not colour coded and do not have a GMF prefix part number. It must be stressed however that these parts must not become contaminated with brake fluid, as this fluid could circulate to other components in the hydraulic systems. Hydraulic accumulator and gas spring spheres The accumulator and gas spring spheres are charged on one side of their diaphragms with nitrogen gas prior to despatch from the factory. Each sphere is marked with a band of white paint or a yellow stick-on label when charged. The charge pressure in 'bars' ( 1 bar= 14.50 lbf/in 2 ) is stamped on the non-return valve cap at the lower end of the sphere. It is recommended that spheres are stored and issued from stock in date sequence. 5/88 A3-2 ~ ~ Storage and transportation To avoid contamination, it is of the utmost importance that brake fluid and hydraulic system mineral oil containers and components are kept completely separate. Conventional brake fluids have a detrimental effect on rubber seals and hoses used in a mineral oil system. Chapter H - Sub-frames and suspension Urethane foam filled components The suspension crossmember and fi na I drive cross member are filled with urethane foam. When using cutting or welding equipment on the crossmembers suitable precautions should be taken not to inhale the toxic gases given off when the tern peratu re exceeds 200°C (3g2"FJ. Shock dampers Each shock damper contains nitrogen gas under pressure. On no account should the damper be subjected to undue force of any description. Do not clamp the damper in a vice. If the spring support has seized onto the damper, renew the shock damper and spring support. To render a shock damper safe ford isposal, drill a small hole 25 mm ( 1.0 in) from the closed end of the outer tube. The escaping gas should not be allowed to come into contact with eyes or skin whilst under pressure. Immediately the hole has been drilled, stand clear and allow the nitrogen gas to disperse to atmosphere. Front road springs Use of the road spring retaining tool RH 8809 should be restricted to a maximum of 200 applications. Inspection of the long bolt threads must be made at frequent i nte rva ls. The person Iifting the com pressed assembly out of the car must keep their head and body clear of the tool. Caster and Camber angles The caster and camber angles must always be checked at the same time, as adjustment of one affects the other. Chapter K - Fuel system (Refer to TSD 4737) Fuel - To drain The fuel is highly flammable, and extreme care must be exercised whenever the system is opened (i.e. pipes or unions disconnected) or when the fuel is drained. The following basic rules should apply. 1. Disconnect the battery. 2. Place 'No Smoking' signs in the vicinity of the vehicle. 3. Ensure that adequate firefighting equipment is available in the vicinity of the vehicle. 4. De pressurize the fuel system. 5. Protective clothing in cl ud i ng safety goggles, gloves, and aprons should be worn at all times by the operator. 6. If fuel is to be removed from the tank, it should be siphoned into a suitable covered container. Do not run the engine to completely drain the system as damage to the fuel pump could occur. Damage to the catalytic converter (if fitted) in the exhaust system could also occur if the engine is allowed to run until the fuel system is completely empty. Health risk Fuel may contain up to 5% of Benzene as an anti-knock additive. Benzene is extremely injurious to health (being carcinogenic) and therefore all contact should be kept to an absolute minimum, particularly inhalation. Fuel has a sufficiently high vapour pressure to allow a hazardous bui Id-up of vapour in poorly ventilated areas_ The vapours are irritant to the eyes and lungs, if high concentrations are inhaled it may cause nausea, headache. and depression. Liquid fuel is an irritant to the eyes and skin and may cause dermatitis with prolonged or repeated contact. If there is contact with fuel the following emergency treatment is advised. Ingestion (swallowing) Do not induce vomiting. Give the patient milk to drink (if none is available water can be given). The main hazard after swallowing fuel is that some of the liquid may get into the lungs. Send the patient to hospital immediately. Eyes Wash with a good supply of clean water for at least 1 0 minutes. 'Jacking up' the car Care must be taken not to leave the car jacked up for long periods without support to the trailing arms, otherwise damage may result to the trailing arm mounting points. When using a hydraulic jack to raise the car ensure that a hardwood block is placed between the jack and the underneath of the car. The engine front pulley should not be used to support the engine. Inhalation (breathing in vapour) Move the patient into the fresh air. Keep the patient warm and at rest. If th ere is loss of consciousness give artificial respiration. Send the patient to hospital. Rear suspension Warning Before any work is carried out on the rear ;''· suspension frame tubes, etc., reference must ' be made to the appropriate section in the ' ') 1_'_ _ Workshop Manual_ Cleanliness It is extremely important to ensure maximum cleanliness whenever work is carried out on the system. The main points are. 1. To prevent the ingress of dirt, always clean the area around a connection before dismantling a Joint. Skin contact Immediately drench the affected parts of the skin with water. Remove contaminated clothing and then wash all contaminated skin with soap and water. 5/88 TSO 4700 Printed in England © Rolls-Royce Motor Cars Limited 1988 A3-3 2. Having disconnected a joint (either fuel or air) always blank off any open connections as soon as possible. 3 . Any components that require cleaning should be washed in clean fuel and dried, using compressed air. 4. It it is necessary to use a cloth when working on the system, ensure that it is lint-free. Fuel injection system During manufacture, the components of the fuel injection system are precisely adjusted in order to comply with the relevant emission control regulations. Therefore, a Iterations to any of the settings should not normally be necessary. Before carrying out any tests, ensure that the battery is in a fully charged condition . The control piston, if removed, should be handled with care as it is machined to very fine tolerances. Fuel pressure The fuel injection system contains fuel that may be under high pressure [approximately 5,2 bar (7 5 lbf/ in 2 )]. Therefore, to reduce the risk of possible injury and fire, always ensure that the system is depressurized. Turbocharging system The turbocharger assembly should never be dismantled. If the turbocharger is faulty, a service exchange unit should be fitted. Prior to the turbocharger being fitted to the engine, it should be primed with engine oil through the oil feed pipe. Never run the engine with the oil feed pipe to the turbocharger disconnected . Whenever any components are removed from the turbocharging system, they should be handled with care to avoid damaging the machined faces. An application of Neverseez or similar anti-seize lubricant should be applied to any exhaust bolts whenever they are removed to aid dismantling at a future date. The wastegate assembly when removed from the car should be tested with air pressure only and care should be taken to avoid blanking off the spring cover vent hole whilst doing so, as this can cause damage to the diaphragm. Do not run the engine with the air cleaner disconnected. The only possible exception being in the workshop, where care should be taken to avoid dirt and foreign matter entering the system. A knock sensor is fitted between cylinders two and three on both 'A' bank and 'B' bank. Therefore, when any work is being carried out in these areas, special care must be taken . Do not use an exhaust extraction system on the vehicle. Failure to observe this caution may result in a temporary leak from the turbocharger oil seal arrangement. compounds have a detrimental chemical action on aluminium alloys. Thermostat - To test Important If the water is heated too quickly, or if the circulation is poor, a false reading may result. The thermostat has its opening temperature stamped on the base of the unit, e.g. 88° C { 190° F) . When fu Ily open, the va Ive should have travel led a minimum of 9,50 mm (0 .375 in). Chapter M - Electrical system (Refer to TS D 4701 and TS D 4848) Before commencing work on a particular circuit the following precautions must always be observed. 1. Whenever possible the gear range selector lever should be placed in the park position, the gearchange isolating fuse (fuse A6) removed from fuseboard F2, and the ignition key removed from the switchbox. In addition, turn the battery master switch (if fitted) to the OFF position and d isconnect the battery. 2. When reactivating a seat memory ensure that contact with the seat or seat mechanism is avoided. Immediately the seat is reactivated it will automatically move to a pre-set adjustment position. 3. Never disconnect the battery when the engine is running. 4 . When working on the windscreen wiper system with the wiper mechanism cover removed , always disconnect the battery. 5. Always ensure correct polarity when making cable connections. 6. Never use a test lamp on circuits that contain electronic components . 7. When working on or in the vicinity of the air conditioning micro-processor, anti-static precautions, in particular, the wearing of an anti-static wristband connected to a good earth, must be observed. Battery It is imperative that the battery is disconnected before commencing work on the electrical system or components, or if any electric arc weld ing is to be used on the car. Battery - To charge The gases given off during charging are highly flammable. Always remove the battery from the car before charging. Chapter N - Steering system Damage can be caused to the steering column and power assisted steering rack boots if the steering is operated without the engine running, i.e. distortion to the column, broken column mounts, and cut rack boots. Chapter L - Cooling system Cooling system - To flush Under no circumstances use a strong alkaline com pound or detergent to clean the cooling system. Such Rack and pinion unit Do not strike this unit with a hammer as e)(treme damage could result. 5/ 88 A3-4 Belt tension A slipping belt will squeal and produce judder at the steering wheel nearing full lock. Belt dressing must not be applied to prevent slip. Steering pump - Priming and filling When filling an empty system with the engine running, it is essential that at no time the fluid level in the pump reservoir be allowed to drop sufficiently for air to be drawn into the system. If this occurs, irreparable damage will result. Chapter R - Wheels and Tyres Tyre -To fit Dunlop tyre bead lubricant TBL 1, TBL2, or Tip Top 593063 is recommended for use when fitting tyres. It is most important that soap or other similar agents are not used. reduce the carbon monoxide, hydrocarbon, and oxides of nitrogen content in the exhaust gases. The system does not eliminate the danger caused by inhaling exhaust gases in a confined area. Before commencing work on the exhaust emission control system, care should be taken to ensure that the relevant components are not hot. Unleaded fuel Use the correct grade of unleaded fuel only. The use of leaded fuel will result in a substantial reduction in the perfo rma nee of the catalyst. Under no ci rcu msta nces add fuel system cleaning agents for induction into the engine, as the materials may have a detrimental effect on the catalytic converter. Do not allow the vehicle to run out of fuel. If the vehicle does run out of fuel at high speed, possible damage to the catalyst could result. General precautions Tyre service Periodically the balance of each wheel should be checked and corrected if necessary. In the interest of increased tyre life, the wheels may be changed back and forth on any one side_ Do not change the wheels from one side of the car to the other. To ensure the designed hand Ii ng ch aracte ri sti cs of the car are achieved, it is important to maintain the differential in tyre pressures between the front and rear wheels. For full information refer to Chapter R. Under no circumstances should any tyres be fitted which have been branded 'Regraded Quality', 'Remould Quality' or 'Seconds', or those which have had the speed rating removed or altered. Care of tyres Clean any oil or grease from the tyres using a soap solution and water, then rinse off with clean water. Always remove any oil spillage from the tyres immediately as certain oils, in particular hydraulic system mineral oil, have a harmful effect on the tyre rubber if not cleaned off immediately. Chapter S - Body Before using adhesives. paints, primers, thinners, solvents, etc .. refer to Section S3 - Safety procedures. Urethane foam filled cavities The lower 'A' post and 'D' post (from waist downwards) are filled with urethane foam. When using cutting or welding equipment on these areas suitable precautions should be taken not to inhale the toxic gases given off when the temperature exceeds 200" C (392" F). Chapter T - Transmission Torque converter transmission - To remove When removing the transmission from the car always use the retaining clamp RH7952 (J-21 366). otherwise the converter may fal I as the transmission is withdrawn. TSD 4 737 Engine Management Systems Exhaust emission control system The exhaust emission control system is designed to 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 Cleaning agents and solvents Throughout this Workshop Manual various cleaning agents and solvents are recommended. The following precautions should be observed in their storage and use. Reference should also be made to the Safety procedures section contained in Chapter S when carrying out work on the items covered in Chapter S. 1. Cleaning agents and solvents should only be used in well ventilated areas. 2. Ensure that cleaning agents and solvents are kept in clean containers. Also ensure that the lids fit securely and are replaced immediately after use. Do not store or carry solvents in open containers. 3. Clearly label all containers. 4. The issue of all solvents should be closely controlled. Containers should be kept in locked storerooms with a responsible person in possession of the key. 5. In the event of a major spi II age, the area should be evacuated and then thoroughly ventilated. 6. Do not dispose of any solvents into open drains. 7. Avoid skin contact as far as possible. If contact is likely, wear PVC gloves and an appropriate barrier cream, such as Rozalex No. 9. 8. Always protect the eyes with goggles if there is any danger of the solvents coming into contact with the eyes. 9. Use solvents sparingly, cleaning only small areas at a time. After use, cloths should be deposited into a closed metal container. 10. Care should be taken when working in an inspection pit to avoid being overcome with the vapours from some solvents i.e. Genklene. These vapours are heavier than air, and therefore collect at low levels. 1 1. Do not smoke in the vicinity of any sdvents. 1 2. Do not allow solvents near any naked flames, hot surfaces, or welding arcs. Genklene Genklene is the I.C.I. trade name for 1 :1 :1trichloroethane. It possesses anaesthetic properties and the inhalation of high concentrations of vapour will ca use drowsiness, head ache, and giddiness. TSO 4700 A3-5 IH,jl ~ Vapours exposed to high temperatures degrade and produce toxic gases {e.g. Phosgene). Important Anyone suffering from over exposure to Genklene vapour should be moved into the fresh air and medical attention sought immediately. Do not walk the patient. Methylated spirit/Petroleum ether The main hazard of methylated spirit or petroleum ether is fire, its low flash point making it easily ignited by heat or flame. Avoid prolonged or frequent contact with the skin as it removes the natural oils, which can lead to dermatitis. Paraffin Prolonged or frequent skin contact with paraffin can cause defatting of the skin, which can lead to dermatitis. Therefore, it should not be used for cleaning the hands. Protective clothing should be worn to prevent contact with the skin, either directly or through contaminated clothing. Paraffin is flammable, therefore, the creation of spray, mist, or vapours, not only increases the fire risk, but also introduces a health hazard. The inhalation of high concentrations, may cause dizziness, headache, and nausea. The vapour is also irritating to the eyes and mucous membranes. Fuel (Petrol) Fuel is a narcotic and inhalation of heavy concentrations of vapour should be avoided. Repeated or prolonged contact with the skin can cause skin disorders. It should not be used for cleaning the skin as it removes the natural oils. Fuel may contain up to 5% of Benzene as an antiknock additive. Benzene is extremely injurious to health (being ca re inogen ic) therefore, a11 contact s ho uId be kept to an absolute minimum, particularly inhalation. Suitable protection should always be used e.g. gloves, aprons, and goggles. Fuel has a sufficiently high vapour pressure to cause a hazardous build-up of vapour in poorly ventilated areas. The vapours are irritant to the eyes and lungs and if high concentrations are inhaled it may cause nausea, headache, and depression. White spirit The major hazard of white spirit is skin irritation, therefore, it should not be used for removing grease. grime, paint. etc., from the skin. Skin contact should be avoided and gloves. aprons, etc., should be worn. If there is any risk of splashes entering the eyes, goggles should be used. White spirit should only be used in well ventilated ereas and unnecessary breathing of the vapours should be avoided. white spirit. the patient should be removed from the hazard, into the fresh air, and medical attention obtained immediately. Handling and disposal of components containing asbestos These notes are provided for the guidance of Service Personnel handling components containing asbestos_ 1. There is no application on current Rolls-Royce or Bentley cars involving the use of free asbestos fibres. All components containing asbestos are produced with the asbestos bonded into a matrix. Asbestos is used in the following components. a. Heat shields. b. Parking brake pads. c. Engine gaskets. d_ Gearbox brake bands. In non-current cars asbestos is also used in service brake pads and Iini ngs and, where applicable, in the brake servo linings. 2. The form of asbestos used in these applications is chrysotile asbestos. 3. When disposing of parts identified as containing asbestos, the following procedure is advised. a. Hard waste, i.e. parts where the asbestos is bonded by a matrix, may be hand led and disposed of with out special precautions [ref. United Kingdom Control of Pollution (Special Waste) Act 19BO]. b. Dust containing asbestos, should be removed by vacuum cleaning. In the United Kingdom the vacuum cleaner must be approved to BSI 5415 Amendment 4, Section 2.2 1976 - Vacuum Cleaner Wet and/or Dry. The bags containing the dust should be disposed of by a method approved by your Local Authority. When cleaning or servicing vacuum cleaners it is necessary to wear an air fed, or approved disposable, mask. Use of a wet cloth for cleaning is advised, which should after use, be disposed of in a similar manner to the asbestos dust. c. It is not recommended to cut, abrade, or machine parts containing asbestos. In the event of it being necessary, dust formation is reduced by wetting of the work piece. hand tools, or low speed tools where possible. Use of local extraction and approved masks is recommended. The extracted material may need to be treated as asbestos dust. 4. Further information regarding the handling of asbestos can be obtained in the United Kingdom from local Health and Safety Offices. Treatment in the event of poisoning In the event of acute poisoning occurring as a result of exposure to methylated spirit, paraffin, petrol, or 5/88 A3-6 Section A4 Specification Audio equipment Cars other than those conforming to an Australian, Japanese, North Americf!n, or South Africfln specification prior to 19 89 model year 19 89 model year 1 Silver Spirit Mulsanne Mulsarrne S 2 Silver Spur Combined radio/ cassette unit Bosch 'Bremen', 'Toronto', or 'New Yark', depending upon the car's specification as 1 radio/ I Combined cassette unit. 3 Bentley 4 Bentley Eight 5 c,m;che Turbo R Comiche II Continents I I as 1 Bosch 'Bamberg' as 1 I - Combined radio/ cassette unit Bosch 'Vancouver as 1 Corn bi ned radio/ cassette unit Bosch · Brerne n' as 1 Combined radio/ cassette unit Pioneer KEH 8800/ZRR - - Combined radio/ cassette LI nit. Pioneer 8800 as 1 1988 model year Pioneer KEH 8020 as 1 - as 1 - 1989 model year Pioneer KEH 6050/J as 1 as 1 as 1 - North American cars prror to 1989 model year Combined radio/ cassette unit. Delco 2000 ETA VF as 1 - as 1 as 1 1989 model year Pioneer KEH 8050 /UC as 1 as 1 as 1 Pioneer KEX M700/UC Australian cars Combined radio/ cassette unit. Clarion 9000 E as 1 as 1 from 1989 model year as 1 - South African cars Combined radio/ cassette unit. Pioneer 8800 SA as 1 as 1 as 1 as 1 Automatic air conditioning system Supplies hot or cold air to independently ducted upper and lower systems. Air ternperatu re sensors. air ternperatu re selectors, electronic actuators, and a mi era· processor board form the basic sy:.tern. With the exception of when switched to the Economy mode (where the refrigeration compressor is d 1sengagedl, all air is refr1g erated Refrigeration is provided from a compressor, through a cond8n ser, to an eva porntor matrix. Twin auxiliary engine cooling fans are fitted to aid refrigeration. The fans are switched from either engine coolant temperature or from refrigerant pressure. Braking system Castro I hyd rn u Iic system mineral oil Refer to Chapter D Lubricants Japanese cars prwr to 1988 model year ii '\ I ( \ '\ \ 198 7 model year cars other than those conlDrmrng lo an Australian, Japanese, or Norl.h American specification. In addition. all can, from 1988 model yeflr I The system incorporates anti· lock braking features !ABS I Maximum operating pressure (pump cut·out pressure! 1 80,0 bar {2610 lbf/in 2 ). Pump cut.in pressure 140,0 bar (2030 lbf/in 2 ) 5/88 Printed in England © Rolls-Royce Motor Cars limited 1 988 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 from 1988 model year as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 TSO 4700 A4-1 1 ~ ~ I Ca Ii per type Front Rear Brake pads Service (power) Parking brake 1 Silver Spirit Mulsanne Mulsanne S 2 Silver Spur 3 Bentley Turbo R 4 Bentley Eight 5 Corniche Corniche II Continental FourM16 calipers Two Tl 1/11 calipers as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 Fero do 34 1 6 F FF Mintex M68/IGG as 1 es 1 as 1 es 1 as 1 as 1 as 1 260 cm 2 (40.30 in 2 ) 238 cm 2 {36 90 jn 2 ) 41,03 cm 2 {6.360 in 2 ) es 1 as 1 as 1 as 1 1503 cm' (233 in 2 1 1596 cm 2 124 7 in 2 ) as 1 as 1 as 1 as 1 279,40 mm 111 00 in) 281 mm 111.060 inl 277 mm 110.90 in) as 1 as 1 as 1 as 1 31,80 mm (1.250 in) 12,70 mm (0.50 in) as 1 as 1 as 1 as 1 as 1 Pad area Service brake - Front Rear Parking brake Swept area Front Rear Disc diameter Nominal Actual { Front Rear Disc width Front (ventilated) Rear Capacities Metric A us Imperial Braking and levelling hydraulic systems --- 5 litres 8.8 pt 10.50 pt as 1 and 2 as 1 and 2 as 1 and 2 Cooling system 1 B litres 31.7 pt 38.0 pt as 1 and 2 as 1 and 2 as 1 and 2 Engine oil Sump Filter Cc,oler Refi 11 ca pac1ty Tota I capacity 8,4 1,0 0,5 9.4 9.9 14.7 pt 1.75 pt 0.9 pt 16.5 pt 17.4 pt 17.7 pt 2 1 pt 1.0 pt 19.8 pt 20.8 pt as 1 and 2 as 1 and 2 as 1 and 2 4.80 pt as 1 and 2 as 1 and 2 as 1 and 2 as 1 and 2 litres litre litre litres litres Note When changing the oil Ii lier the loss from the oil cooler is negligible Final drive unit 2.30 litres 4 pt Fuel tank 108 litres 23.7 5 gal 28.50 gal Steering system 0,87 litre 1.53 pt 1.84 pt 10,60 litres 18 70 pt 22 50 pt 2,80 litres 5 pt 6 pt 4,50 litres 8 pt 9 60 pt Torque converter transmission (dry) When changing fluid in sump only When changing fluid in sump and renewing intake strainer I as 1 and 2 I as 1 and 2 I Windscreen washer reservoir 5 ljtres 8.80 pt 10 50 pt as 1 and 2 as 1 and 2 Headlamp power wash reservoir 6,50 litres 11 50 pt 13.70 pl as 1 end 2 es 1 and 2 - Windscreen/headlamp power wash reservoir - 1989 model year 10 litres 17.60 pt 21.0 pt as 1 and 2 as 1 and 2 - Power operated hood - - - 0.43 litre 075pt0.9pt - as 1 and 2 5/88 A4-2 ~ ~ 1 Silver Spirit 2 Silver Spur Mulsanne Mulsanne S Dimensions Wheelbase I Track Front Silver Spirit 1537 mm (60 50 in) Mulsanne/S 1549 mm (61.0 in) Silver Spirit 1537 mm 160.50 in) Mulsanne/S 1549 mm (61.0 in) Rear I 316 2 mm (124 50 in) I I 1537 mm (60.50 in) 1537 mm (60.50 1n) 4 Bentley Eight 1 5 Corniche Corniche 11 _ Continental as 1 LWB as 2 as 1 t as 1 Bentley Turbo A 1549 mm (61 0 inl Bentley Turbo AL 1549 mm {61.0 int Ste&I wheels 1537 mm (60.501nl Aluminium wheels 1549 mm (61 .0 i n) Bentley Turbo A 1549 mm (61.0 inJ Bentley Turbo AL 1549 mm 16 1.0 in) Steel ""heels 1537 mm (60.50 1nl Aluminium wheels 1549 mm (61.0 in) I Corniche/ 11 1537 mm (60.50 in) Continental 1549 mm (61.01n ) Corniche/11 1537 mm !60 50 1n) Continental 1549mm\61.0in) I Overall length Ca~ other than those conforming tc> a North American specification 5268 mm (207.4~ in) 5370 mm (211.42in) 5268 mm (207.42 in) LWB 5370mm (211.42 in) 5268 mm (207.42 in) 5196 mm (204.60 ,n) Cars conform,ng to a North American specification 5277 mm (207.75 in) 5379 mm (21 1.75 in) 5277 mm (207.75 in) 5277 mm (207.75 in) 5270 mm (207.50 in\ 1887 mm \74.29 in/ 200Bmm {79.05 in) as 1 as 1 as ·1 as 1 as 1 - Overall width Exel ud Ing door mirrors Including door mirrors Overall height G1ound clearance Electrical system I 3061 mm (120.50 ,n) 3 Bentley Turbo R Alternator Battery (Negative earth) C<3rs other than those conforming ro ii Norrh American specification I as 1 1836mm (72.33 in) 1956 mm (77.05 in) 1485 mm (58 46 in) as 1 165.1 mm (6.50 in) as 1 Delco CS 144 ( 108 amperes) as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 from 1989 mode/year I as 1 as 1 Prtor to 1989 mode/year Not adjustable. Idle check 7°btdc± 1° at 580 rev/min. Check settings 30'' btdc ± 3° at 1500 rev/m in, set with the hose from the induction man,fold to the EZ 58F electronic control unit disconnected and the exposed induction manifold tapping blanked off 20° bide± 1< at 2000 rev/ min 21°btdc± 1° at 3000 rev/min . I as 1 as 1 Chloride 069 Lo"" ma1ntE:nance type ( 12 volts) Cars conforming to a North Amer1can specification Delco Freedom Maintenance free type ( 12 volts) Ignition timing C&rs other than those incorporating a c&talyric convener 30" btdc± 1° at 2000 rev/min, with the ho!.e to the vacuum advance capsule disconnected a1 the reducer connection and the exposed hose to the throttle body blan~ed off as 1 I 5/88 Printed in England el Rolls-Royce Motor Cars Limited 1988 Prior to 1989 as 1 mode/year 1480 mm (58.27 1n) 1989 model year - as 1 1518mm (59.75 in) Prior to 1989 modelye,3r 160, 1 mm 16.30 in) 1989 model year- as 1 152.4 mm \6.0 in) as 1 I as 1 i -- TSD 4700 A4-3 1 Si Iver Spirit Mulsanne Mulsanne S 2 Silver Spur 5 Corniche Corn1che II Conlin ental as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 1989 model year Not adjustable. Idle check 6°btdc± 1° at 580 ± 20 rev/min. Check setting 2 rbtdc± 1C at 1 500± 50 rev/min. Cars conforming to a Middle East specification 25° bide± 1 ° at 2000 rev/min Car3 incorporating a caralyric con verier 20°btdc± 1° at 1400 rev/min as 1 Lucas 32 C5 as 1 lg nition distributor 4 Bentley Eight Turbo R Ignition timing {continued) Ignition coil 3 Bentley I Lucas 35 DLMB constant energy electronic as 1 as 1 Prior to 1989 model year Not adjustable Idle check 7° btdc± 1 ° at 580 rev/min. 1989 model year 5° btdc± 1 ° at 580± 20 rev/min. 1989 model year Not adjustable. Idle check 8° btdc± 1 ° at 580 ± 20 rev/min. Check setting 23° bide± 1 ° at 1 500± 50 rev/min. Twin Bosch Prior ro 1989 model year Twin rotor 8 cylinder distribution for use with Bosch EZ 58F dig ital ignition system 19 89 model year Twin rotor 8 cylinder distribution for use with Bosch K-Motronic dig ital system Rotation Advance mechanism Anti-clockwise, viewed from the top as 1 as 1 Electronically controlled Automatic centrifugal advance as 1 A 1, A3, B3, A2, B2. B1, A4, B4. 'A' bank is on the right when viewed from the driver's seat as 1 as 1 Through camshaft skew gears as 1 as 1 Sparking plugs NGK BPR 5 EV as 1 as 1 as 1 as 1 1989 model year cars incorporating a carnlytic converter NGK BPR 4 EVX as 1 as 1 - All cars as 1 as 1 Gap setting 1 mm 10.040 in) as 1 as 1 as 1 as 1 Fi ring order Drive I 5/88 A4-4 ~ ~ 1 Silver Spirit Mulsanne Mulsanne S Starter motor Windscreen wipers Nippondenso 1.4 kW Two 457 mm (18 in) wiper bl ades opersted by a two-speed 28W permanent magnet motor 2 Silver Spur 3 Bentley Turbo R 4 Bentley Eight 5 Corniche Corniche II Continenta I as 1 as 1 as 1 as 1 16W motor. otherwise as 1. 29W motor from mid-1908 as 1 as 1 as 1 Headlamp power wash Cars other than those conforming to a Japanese or USA specification Two jets mounted in bt1mper; one central to each headlamp unit as 1 as 1 as 1 - Cars conforming to a Japanese or USA specification Four jets; one mounted above each headlamp unit as 1 - as 1 - 1989 model year Turbo R as 1 1989 model year Eight as 1 - 1989 model yeer Mulsanne S Two tw in jet modules; one central to each pair of headlamps - - Engine Type Nt1mber of cylinders Bore Stroke Total capacity Compression ratio Engine and transmission mounting points Camshaft Material Over square 90° Vee formation as 1 as 1 as 1 as 1 Eight, in two banks of four as 1 as 1 as 1 as 1 104,14mm 14.10 in) as 1 as 1 as 1 as 1 99,06 mm {3 .90 in) as 1 as 1 ss 1 as 1 6,75 litres (411.90 in 3 1 as 1 as 1 as 1 as 1 8:1 or 9 :1 according to the car's specification as 1 8 :1 ss 1 as 1 Flexibly mounted on ,u bbe r at three po ints; one at the front. two at the rear as 1 as 1 as 1 as 1 ·Alloy cast iron as 1 as 1 Surfa ce machined in crankcase as 1 Thrust ta ken On front end Drive Bearings Connecting rods I as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 35 Th rough helical gears as 1 as 1 as 1 as 1 'H' section forgings, balanced before fitting to engine as 1 as 1 as 1 as 1 1 11 / 88 TSD 4700 Printed in England © Rolls-Royce Motor Cars Limited 1 988 A4-5 1 Silver Spirit Mulsanne Mulsanne S 2 Silver Spur I 3 Bentley Turbo R 4 Bentley Eight 5 Corniche Corniche II Continental 1 Connecting rods (continued) Material Chrome molybdenum steel as 1 as 1 as 1 as 1 Split steel backed sh ells Iined with 20%tinaluminium as 1 as 1 as 1 as 1 Pressed into connecting rod small-end bosses as 1 as 1 as 1 as 1 Lead-bronze. steel backed as 1 as 1 as 1 as 1 Dynamically balanced two plane crnn ks haft with four crankpins and integral balance weights as 1 as 1 as 1 as 1 Chrome molybdenum steel. Nitride hardened as 1 as 1 as 1 as 1 Bonded rubber vibration damper as 1 as 1 as 1 as 1 Clockwise !when viewed from front of engine) as 1 as 1 as 1 as 1 Monobloc casting as 1 as 1 as 1 as 1 Ribbed and cross-bolted as 1 as 1 as 1 as 1 Cast aluminium alloy as 1 as 1 as 1 as 1 Two detachable heads.each having four separate in let and exhaust ports as 1 as 1 as 1 as 1 Aluminium alloy, with phosphor bronze exhaust va Ive guides, cast iron j nlet guides, and valve seat inserts of a ustenitic a Iloy as 1 as 1 as 1 as 1 Detachable wet liners as 1 as 1 as 1 as 1 Material Cast iron as 1 as 1 as 1 as 1 Main bearings Split steel backed she IIs lined with 20% tin-aluminium as 1 as 1 as 1 as 1 Big-end bearings Sm all-end bushes Material Crankshaft Material Damping Direction of rotation Cylinder block Type 1989 model year Material Cylinder heads Material Cylinder liners Type 5/88 A4-6 1 Silver Spirit Mulsanne Mulsanne S Pistons 2 Silver Spur 3 Bentley Turbo R 4 Bentley E1g ht 5 Comiche Comiche II Continental Aeconoguide pistons. The crown of the pistons differ to give a compression ratio of either 8:1 or 9:1 dependent upon the car's specification as 1 as 1 18 11 as 1 as 1 Aluminium alloy with steel struts as 1 as 1 as 1 as 1 Two compression and one 'H' flex oi I control ring as 1 as 1 as 1 as 1 Overhead push rod ope rated as 1 as 1 as 1 as 1 Material Alloy steel as 1 Austen itic steel with stel lite tip as 1 as 1 C,us from approximately mid-March 1988 Austenitic stee I with stel Iite tip as 1 as 1 as 1 as 1 Exhaust va Ives Overhead push rod operated as 1 as 1 as 1 as 1 Austen itic steel with stellite tip and valve seat as 1 as 1 as 1 as 1 Self-adjusting hydra u Iic tappets The base of the tappets have a sp herica I radius as 1 as 1 as 1 as 1 Material Alloy cast iron as 1 as 1 as 1 as 1 Push rods Rods are hollow and have spherical ends as 1 as 1 as 1 as 1 Wet sump as 1 as 1 as 1 as 1 2.74 bar 140 Ibf/in 2 I as 1 as 1 as 1 as 1 Helical gear type with line mesh strainer as 1 as 1 as 1 as 1 Sealed disposable type; full flow with filter by-pass relief valve as 1 as 1 as 1 as 1 Mounted forward of radiator as 1 as 1 as 1 Mounted forward of right-hand front wheel Pressuriled system as 1 as 1 as 1 as 1 Pump type Centrifugal as 1 as 1 as 1 65 Pump drive Twin 'V' belts as 1 as 1 as 1 as 1 Material Number of rings Valve gear Inlet valves Material Tappets Lubrication system Type Relief valve setting Oil pump Oil filter Oil cooler Cooling system Type 5/88 Printed in England © Rolls- Royce Motor Cars Limited 1988 1 TSD 4700 A4-7 ~ ~ 1 Silver Spirit 2 Silver Spur 3 Bentley Turbo A 4 Bentley Eight 5 Corniche Corniche II Continental Aluminium tube and fin construction, with plastic top and bottom tanks as 1 as 1 as 1 as 1 B5°C to 89° C (185°F to 192° F) as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 Mulsanne Mulsanne S Cooling system {continued) Radiator matrix type Thermostat opening temp System pressure 1.03 bar 11 5 lbf/in 2 ) Engine fan Auxiliary fans Turbocharging system Viscous drive coupling with a seven blade 5 08 mm (20 in) dia . plastic fan located at the rear of the radiator as 1 as 1 as 1 Viscous drive coupling with a seven blade 48 3 mm ( 1 9 in ) dia. metal fan located at the rear of the radiator Twin electrically operated four blade 250 mm (9.813 in) dia. plastic fans located forward of the radiator as 1 as 1 as 1 as 1 - - - - Engine fitted with a Garrett AiResearch T04B exhaust driven turbocharger. Boost pressure limited by a 'wastegate' in the exhaust system 1989 model year Behr intercooler; 1owers compressed air temperature Exhaust system Type Twin pipe system down right-hand side of car as 1 Single downtake pipe leading to a twin pipe system as 1 as 1 Two Two Three Two Two Ca rs incorporating a cMalytic converter prior ro 1989 model year One (plus a catalytic converrerl as 1 - as 1 as 1 19 89 model year cars incorporating a catalytic converter One (plus a catalytic convener) as 1 as 1 as 1 Silencers Cars other than those incorporating a catalytic converter One !plus one warm-up and twin main catalytic converters) 5/88 A4-8 2 Silver Spur 3 Bentley Turbo A 4 Bentley Eight 5 Corniche Corniche It Continental Excess fuel not required by the engine returned to the fuel tank via a non-return valve as 1 as 1 as 1 as 1 Disposable canister as 1 as 1 as 1 as 1 Strainer on inlet to pre-pump as 1 as 1 as 1 as 1 Located behind the trim panel at the forward end of the luggsge comps rtment as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 Prior to 1989 model ye,,r Bosch KE2J etron ic, also incorporates electronic control of mixture strength as 1 ss 1 as 1 ss 1 1 Si Iver Spirit Mulsanne Mulsanne S Fuel system Fuet recirculation system Fu el filters Main fuel filter In-tank filter Fuel tank Fuel grade Cars orher than those incorporating a catalytic converter Cars incorporating a catalytic converter Fuel pump(s) Prior to 1989 modelye&r as 1 1989 model year as 1 or 95 octane (minimum) premium unleaded fuel 97 octane (m inimum) 4 star where BS 4040 is applicable as 1 Unlesded fuel only 91 AON (87 AKI in North America) m1n1mum as 1 Roller cell type main pump, a pre-pump unit fitted inside the fuel tank primes the main pump as 1 1989 model year Unleaded fuel only 95 RON (91 AKI in North Americs) m1n1mum . Fuel cooler 1989 model year Fuel injection system Incorpo rated inACU refrigerant system Bosch K-Jetronic continuous fuel injection 1989 model year Bosch KE3Jetronic. Fuel inject ion and ignition systems controlled together. Collectiveli known as Bosch K·Motronic system Cars incorporating a catalytic con verier The fuel injection system also incorporates 'closed loop' mixture control 5/ 88 Printed in England it:l Rolls-Royce Motor Cars Limited 1988 1989 model year as 1 as 1 TSO 4700 A4-9 1 Silver Spirit Mulsamie Mulsanne S 2 Silver Spur 3 Bentley Turbo R 4 Bentley Eight 5 Corniche Corniche II Continental 2245 kg (4950 lb) 2295 kg (5060 lb) 2315 kg {51051b) 2245 kg (4950 lb) 2360 kg (5203 lb) Kerb weights Car un Iade n but complete with oil, coolant, and a full tank of fuel Cars other than those incorporating a ca1a/ytic converter prior to 1989 model year LWB 2341 kg (5161 lb) Cars incorporating a catalyt.ic converter prior to 1989 model year 2263 kg (4990 lb) 2286 kg (5040 lb) - 2263 kg 14990 lb) 2359kg (5200 lb) 1989 model vear cars other than those conforming to a Canadian or USA specification 2320 kg {51201bl 2350kg (5180lbl 2390kg (52701b) 2320kg (5120lbl 2420kg (5340 lb) 2290 kg (5050 lb) 2370 kg (5230 lb) Mulsanne S LWB 2350kg (51801b) LWB I 2290 kg {50501b) 1989 model year cars conforming to II Canadian or USA specification Mu Isa nne S LWB 2300kg (50701b) 2410kg (53101b) 2300kg (5070 lb) 2390kg 15270 lb) LWB 2410kg l53101bl I Suspension Front Independent coil spring arrangement with lower wishbones, compliant controlled upper levers. te lescopic dampers, and anti-roll ba, mounted on the front sub-frame. Rear Independent coil spring arrangement with semi-trailing arms, suspension struts, gas springs, and anti-roll bar. Automatic levelling achieved by displacement of hydraulic system mineral oil in the struts. Steering Power assisted, rack and pinion steering with centre off-take as 1 as 1 as 1 as 1 Steering ratio 17 .5:1 as 1 as 1 as 1 as 1 Turns of steering wheel lock-to-lock 3.25 as 1 as 1 as 1 as 1 Taper roller bearings as 1 as 1 as 1 as 1 Front and rear hubs I I Front wheels steering geometry Camber I 0 .5 ° ± 15' negative as 1 as 1 as 1 as 1 2 °30' to 3°30' positive as 1 as 1 as 1 as 1 Kingpin inclination 11 .s " as 1 as 1 as 1 as 1 Toe- in 12'±5' as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 Caster I - I Turning angle of inner steered wheel for 20° turn of outer steered wheel 21 °6' 11188 A4-10 ~ ~ 1 Silver Spirit 2 Silver Spur 3 Bentley Turbo R 4 Bentley Eight 5 Corniche Corniche II Conti nenta I Mulsanne Mulsanne S Rear wheels geometry Unloaded sub-frame settings removed from car, mounted on setting jig Camber 0 °± 15' as 1 as 1 as 1 as 1 Maximum difference in Camber across the sub-frame 15' as 1 as 1 as 1 as 1 Tota I toe-in 28'±4' as 1 as 1 as 1 as 1 Turning circle Kerb to kerb Silver Spirit 12,05 m (39.5 ft) Mulsanne/S 1 2, 1 6 m (3 9 .9 ft) Mu\sanne S LWB 12.62 m (41.4 tt) 12 ,50 m 141.0 ft) Bentley Turbo R 12,16 m 139.9ft) Bentley Turbo R LWB 12,62 m (41.4 ft) Steel wheels 12,05 m (39.5 fl) Aluminium wheels 1 2, 1 6 m {3 9 .9 ft) Corn ich e/11 12.05 m {39.5 ft) Continental 12.16 m {39 .9 tt) Transmission Cars Final drive unit and driveshafts withour with catalytic CiJ(iJ/'fl_ic C;;,rs converters converters Crown wheel teeth 43 as 1 41 43 as 1 as 1 Bevel pinion teeth 16 as 1 18 16 as 1 as 1 Final drive unit ratio 2 .69:1 as 1 2.28:1 2.69 :1 as 1 as 1 Top gear speed per 1000 rev/min 48.3 km/h (30 mile/h) as 1 as 1 Avon tyres 57,3 km/h (35 .6 mile/h) 48.4 km/h 130.1 mile/hi as 1 Overn 11 gear ratios - Forward 6.73:1 4.04:1 2 .69:1 as 1 as 1 as 1 5.70:1 3.42:1 2.28:1 6 73.1 4.04·1 2.69-1 as 1 as 1 as 1 as 1 as 1 as 1 Reverse 5.38:1 as 1 4.56:1 5.38:1 as 1 as 1 Final drive unit Hypoid bevel as 1 as 1 as 1 as 1 Automatic torque converter as 1 as 1 as 1 as 1 General Motors Turbo Hydramatic Model 400 - 3 speed as 1 as 1 as 1 as 1 2 .5 :1 1 5:1 1 .0 :1 as 1 as 1 as 1 as 1 Reverse 201 as 1 as 1 as 1 as 1 Gearchange Electrically operated, steering column mounted selector as 1 as 1 as 1 as 1 Torque converter transmission Type Make Convener gear rat ios forward 11/88 Printed in England ® Rolls-Royce Motor Cars Limited 1988 I TSO 4700 A4-11 1 Silver Spirit Mulsanne Mulsanne S 2 Silver Spur 3 Bentley Turbo R 4 Bentley Eight 5 Corniche Corniche II Continental as 1 as 1 as 1 as 1 6JK x 15 7'/,Jx15 Steel wheels 6JK x 15 Aluminium wheels 6 1/,J x 1 5 Comiche/11 6JK x 15 Continental 6 1/,Jx15 Pressed stee I Aluminium alloy Pressed steel or Aluminium alloy Corniche/11 Pressed s1eel Continental Aluminium alloy as 1 as 1 as 1 as 1 as 1 as 1 as 1 as 1 Torque converter transmission (continued) Transmission lock Engaged when gear range selector is in 'park' position, or w~en ignition key is removed from switchbox Wheels and Tyres Wheels Type Fixing Tyres Silver Spirit 6JK x 1 5 Mulsanne/S 6'/,Jx15 Silver Spirit Pressed steel Mulsanne/S Aluminium alloy 5 stud, right-hand wheel nuts have right-hand threads; left-hand wheel nuts have left-hand threads 235/70 HR 15 IHR70 HR15) 255/65VR15 or 275/55 VR 15 stee I braced radial ply or Recommended tyre inflation pressures - cold 235/70 VR15 (HR70 VR15) ' steel braced radial ply dependent upon the car's specification as 1 Refer to Chapter R - Wheels and Tyres as 1 as 1 11/88 A4-12 I Section A5 ~..., Data /\ /A\ 1~ t Braking system This symbol identifies the items using hydraulic system mineral oil within this \ section Automatic air conditioning system The automatic air conditioning system supplies hot, warm, cool, or cold air to the interior of the car. Air temperature (blend) flaps form the basis of the system as they are operated by electronic actuators controlled by signals from a micro- processor board. The micro-processor board is fed w ith air temperature information from certain parts of the car and, acting on this information drives the actuators so that the air temperature (blend) flaps are moved into the correct positions to achieve the required in-car air temperature. The upper and lower systems operate independently. The system is operated by four switch controls situated on the facia . The control marked AIR CONDITIONER has six positions and enables four automatic positions or a defrost position to be selected. The system can be switched off by turning the control to the OFF position. The override/recirculation switch marked SCREENFACIA and RECIRC can be used to divert the flow of air from the windscreen to the facia outlets and vice versa, or to obtain in-car air recirculation. The switch controls marked UPPER TEMPERATURE and LOWER TEMPERATURE control the air tern peratu re in the upper and lower systems. Automatic height control system .r\ Hydraulic levelling is achieved by using /J,;;;,,_, suspens ion struts in conjunction with gas , ~ , springs. Alterations to the vehicle weight are 1' supported by the gas springs and the levelling is effected by pumping extra oil (under pressure from the accumulators) into the gas spring and strut assemblies. Automatic speed control system The controls for the automatic speed control system are fitted to the end of the gear range selector lever. The actuator is mounted on the engine. Any cruising speed from 48 km/ h (30 mile/ hi up to speeds in excess of 161 km/h (100 mile/h) may be selected to give satisfactory operation of the system. Warning Always ensure that the legal maximum speed limits are not exceeded. Body The car body is steel and is of a monocoque construction. The doors, luggage compartment lid, and bonnet are made of light alloy, combining lightness with strength and rigidity. 5/88 Pri rited in Eng land © Rolls-Royce Motor Cars Limited 1988 -\ Pressurized mineral oil is supplied from two camshaft driven pumps and fed into two . ~· hydraulic accumulators. Power pressure is ,_·_ _ ) metered out to the brakes by two distribution valves actuated by operation of the brake pedal. The system comprises two independent power hydraulic circuits. On cars incorporating anti - lock braking features (ABS). one hydraul ic circuit operates two twin - piston caliper assemblies on each front wheel . The other circuit operates a four- piston caliper assembly on each rear wheel . On cars not incorporating anti-lock braking features, each hydraulic circuit operates a twin-piston cal iper assembly on each front wheel and a pair of pistons, housed in a four-piston caliper assembly, on each rear wheel. All cars A pad wear sensor, linked with a warning panel on the fac ia, is titted into the inboard brake pad on each leading front brake caliper assembly. 1 /Ji... ._ Braking units Discs front (ventilated) and rear; two double cylinder calipers on each front wheel and one four cylinder caliper on each rear wheel. Parking brake Separate mechanically controlled calipers are attached to the service brake calipers at each rear wheel. Parking brake operation is by foot pedal application with separate hand lever release. Electrical system Battery The battery is situated in a wel I below the floor of the luggage compartment. To gain access to the battery, turn back the carpet at the right-hand side of the luggage compartment and lift off the battery cover panel. Battery master switch On cars other than those conforming to a West German specification, a battery master switch lwh i ch enables the battery to be isolated from the electrical circuits) is provided on the right-hand side of the luggage compartment. Note Never operate the master switch with the engine running. Exterior lamps Four head lamps, or two headlamps and two fog lamps are fitted dependent upon the car and country specification. The headlamps contain either sealed beam TSD 4700 A5-1 LJ AIIT..tGt• tU.1£$.tUlM Wt!O' fln(O . '. .. .· l~;:~;17.~l ) : -;i;r:~ : 1~!.. .!L~l~-~ .. ,...., 1 Atu ,; 00011 IOCIS §] Hu.,tt•u,, U ClltUlAllt(l{,-11011)1 WltUlfffllJ AS C:(tl"l.AlluO·IIOlftl l(&T MlMO.IIIU WNOI ,,nu ..,. , , ...i " "' ,a1mu.11,1,s f ; lltlJ \e.t.TOll:I. 1(, .. tlh M •11$fk!IA((lflJ ¥r•U.t11GU.¥n f> llftlUOII U:M,i ",,.-..: " 0 lNfltltU:,V *111ilt\AM, Cl l"AAIIINGU.M""5 " INOf,lllN .I'-• t~ .;;1A1t.CNAH6! " f• .. :; ,. ,..... C1 Olll'tlll: W•IIOO"' C) UIOllf tl1$111~111 WIUIOW "u b lltAIIWIWO()lolo' t4, IN l'IIAII Wlll(U)W s,u11 D -- t,(.N(tlullt~tl)(lffl,nV,tlOI $t(M(IIAIIIOfU(II ,oum,iunoi,c,11$11,l•· VIOUfl1U(f10 OSlllltlitN• ·- ~· .,,.., OfllftTIOH IHOtUTO-'.• NAl,UO'lASlflll \lfrlllT u140.<." Fig. A5· 1 Typical fuseboard identification plate units or bulbs depend'3nt upon the car's specification. The two inner headlamps provide long range illumination. The two outer headlamps may be dual purpose or single, dependent upon the car's specification. The dual purpose headlamp& provide both long range illumination and short range 'flood' illumination. When switched to main beam all headlamps are illuminated. On cars conforming to a United Kingdom specification. the twCl dual purpose outer lamps also operate at a reduced intensity when switched to the PARK position. with the ignition key in the RUN position. 1 989 model year cars All Bentley cars have twin round headlamps. The only exception being four door cars conforming to a Japanese or USA specification, which have separately switched fog lamps in the inner positions. On cars conforming to 8 Canadian specification, the two dual purpose outer lamps also operate at a reducE<2.205 lb (Avoir) to kg X0.454 kg to cwt XD.019 cwt to kg x50.802 tonne to ton x0.984 ton to tonne X1.D1604 ton to kg x1016.0 Imp gal to US gal X 1.201 US gal to lmpgal x0.833 litre to Imp gal x0.220 Imp gal to litre ><4.546 litre to USga! x0.264 US gal to litre x3.785 2 2 3187 Printed in England © Rolls-Royce Motor Cars limited 1987 litre/100 km mpg to litre/100 km =282.473 mpg TSD 4700 A10-1 Chapter B ffijjl ~ Special processes Contents Sections Bentley Rolls-Royce Silver Silver Spirit Spur Corniche/ Corniche 11 Eight Mulsanne/ Turbo R Continental Mulsanne S Contents and issue record sheet 81 81 81 81 81 81 81 Storage and recommissioning 82 82 82 B2 82 B2 82 Shipping precautions 83 B3 83 83 83 83 83 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSO 4700 81-1 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections B1 Page No. 1 5/88 2 5/88 3 4 5 I B2 I 5/88 5/88 5/88 B3 5/88 6------------------------------------7 8 9 10 11 ------------------------------------- 12 13 14 15 16 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17 18 19 20 21 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~ - - - - 22 23 24 Sections Page No. 1 2 3 4 5 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ 6 7 8 9 10 11 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~ 12 13 14 15 16 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17 18 19 20 21 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22 23 24 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSO 4700 81-3 Section 82 Storage and recommissioning Storage To ensure the correct degree of protection the information given under the heading 'Recommended storage procedure' should be adopted . The success of this procedure depends upon correct initial preparation, regular inspection, and maintenance. When the car is stored always ensure thatthe battery master switch is turned anti-clockwise to the off position. On cars not fitted with a master switch, disconnect the battery leads. The storage building should be dry and well ventilated. If the building is heated, the temperature must remain constant. On Convertible cars, ensure that the hood is raised with the hood clips securely fastened. Throughout the storage period, the following recommended storage procedure should be carried out every two weeks. Recommended storage procedure 1. Inspect the coolant hoses. If any are found to be defective, report them to the Owner. 2. Check the engine coolant level and top-up if necessary . 3. Ensure that the fluid levels in the engine sump, torque converter transmission, steering pump, final drive unit, and the braking and levelling system reservoirs are to the maximum level marks; top-up if necessary. On Convertible cars, also ensure that the fluid level of the power operated hood reservoir is to the maximum level mark. It must be noted that the braking and levelling systems of the car are filled with hydraulic system mineral oil. When filling or topping-up the reservoirs it is important that the correct oil is used. 4. Check the tyre pressures including the spare and adjust if necessary (See Chapter R). 5. Ensure that all controls, instruments, warning panels, and lamps are operating correctly. 6. Run the car for a minimum of 16 kilometres (10 miles) to ensure complete lubrication of the internal components. 7. Allow the car to cool, then thoroughly wash the exterior bodywork as described in Chapter A. Any damaged paintwork discovered during this operation should be reported to the Owner. 8. On initial storage, apply a good quality cleaner/ polish followed by a good quality wax polish. Also thoroughly clean the carpets and upholstery ; treat all leather upholstery with Connolly's Hide Food. 9. Cover the car with a light cotton or muslin dust sheet. It should be noted that plastic or similar materials must not be used for this purpose as they 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 can create condensation which, under certain climatic conditions, can damage the paintwork. 10. Ensure that the tyres a re covered if there is a possibil ity of sunlight penetrating into the storage area. Alternative storage procedures If it is not possible to carry out the recommended storage procedure every two weeks, the following procedures may be adopted though they will not provide the same degree of protection. Storage periods between one and three months Initially, carry out the recommended storage procedure. In addition increase the tyre pressures as follows. Other than Bentley Turbo R cars 2,8 bar (40 lbf/in2). Bentley Turbo R cars 3,5 bar (50 lbf/in 2 ). The pressure of the spare tyre does not need increasing. Storage periods between three and six months Initially, carry out the recommended storage procedure. The fo 11 owing additiona I measures shou Id also be undertaken . 1. Remove the sparking plugs and inject two tablespoons of a corrosion preventive oil into each cylinder. Suitable oils are BP Energol Protective Oil 20 and Castro[ Storage Oil 20. Using the ignition key, crank the eng i ne to distribute the oil over the cylinder walls. Fit the sparking plugs. 2. Clean all chromium plating and stainless steel, then lightly smear with petroleum jelly. 3. Remove, clean, and fully charge the battery. If necessary top-up with distilled water. 4. Jack up the car and place supports under the rear trailing arms and the outer ends of the front lower triangle levers. Do not deflate the tyres. Storage periods exceeding six months The following additional measures to those listed for storage periods between three and six months are recommended. 1. Drain the final drive unit and the engine sump, then fill them to the normal levels with one of the corrosion preventive oils previously quoted. Run the engine for one minute to distribute the oil. 2. Syphon the fuel tank. Do not run the engine to completely drain the system as damage to the fuel pump and catalytic converter (if fitted) could occur. Warning It is most important that prior to working on the fuel system reference is made to the information under the heading Safety procedures. 3, Position a note on the facia stating that the fuel TSD 47DO 82-1 tank is empty and that no attempt must be made to start the engine until the tank contains fuel. 4. Dust the carpets and rugs with anti-moth powder and store them in a dry piace. 5. If the storage building is dry, leave the car windows slightly open. If there is any tendency towards dampness, close the doors and windows and place an anti-moisture compound, such as silica-gel or calcium chloride, in an open metal container inside the car. 6. Every six months, remove, clean, and fu Ily ch a rg e the battery. If necessary top-up with distilled water. Recommissioning procedure Dependent on the procedure adopted the following points are all that should require attention before the car is roadworthy. 1. Lower the car onto its tyres. Check the tyre pressures and adjust if necessary (see Chapter A). 2. Fully charge and fit the battery. If necessary top-up with distilled water. 3. Drain any corrosion preventive oil from the engine sump and final drive unit. Fit a new engine oil filter element and then fill' the engine sump and final drive unit with the approved oils (see Chapter D). 4. Check the engine coolant level and top-up if necessary. 5. Remove the sparking plugs. If the car has not been run every two weeks during the storage period, prime the cylinders with engine oi I. Using the ignition key, crank the engine to distribute the oil and to prevent a hydraulic lock. 6. Clean the sparking plugs and if necessary set the gaps (see Chapter A). Fit the plugs. 7. Ensure that the fluid levels in the engine sump, torque converter transmission, steering pump, final drive unit, and the braking and levelling system reservoirs are to the maximum level marks. On Convertible cars, also ensure that the fluid level of the power operated hood reservoir is to the maximum level mark. It must be noted that the braking and levelling systems of the car are filled with hydraulic system mineral oil. When filling or topping-up the reservoirs it is important that the correct oil is used. 8. On cars other than Bentley Turbo A lubricate the distributor by removing the rotor and applying a drop of clean engine oil to the top of the spindle. 9. lubricate all grease points with approved grease (see Chapter D). 10. If the fuel has been syphoned, fill the tank and start the engine. Check that the engine oil pressure and ignition warning lamps extinguish. Also check for coolant, oil, or fuel leaks. 11. Check the operation of all controls, instruments, warning panels, lamps, and accessories. Note Should the brake pressure warning panels remain illuminated for more than a few minutes after starting the engine, refer to Chapter G. 12. Should the battery leads be disconnected for 4 weeks or longer during the storage period, the front seat adjustment memory function (if fitted) will be lost. If this has occurred, it will be necessary to reactivate the memory by tapping-in the memory code as follows. Warning When the seat memory is reactivated, the seat will move immediately and automatically to a set adjustment position. Take care therefore to avoid contact with the seat when carrying out the following procedure. 13. Ensure that the gear range selector lever is in the park position, then turn the ignition switch to either the ACC or RUN position. 14. Briefly depress one of the seat memory switches (MEM), situated on the centre console, five times. Then, immediately depress the numbered store/recall buttons on the same panel in the sequence 4, 3, 3, 4. 15. To store a selected seat position in the memory proceed as follows. DeprG-ss the switch marked MEM. This will activate the memory which wi II then remain receptive for a period of five seconds. During this period, press one of the four numbered personal allocation switches. The personal seat position data will then be stored in the memory until new data is programmed into the memory by repeating the procedure for a new seat position. 16. To recall the stored seat position press and hold down the personal allocation switch until the seat has reached its programmed position. Seat movement can be stopped at any time by releasing the switch. Seat adjustments that are made using the independent manually operated seat position switches will not affect the memory. Safety procedures In addition to the usual workshop safety procedures note the following. 1. Extreme care must be exercised whenever any work is carried out on the fuel system. Always ensure that the no smoking rule is strictly observed and that there is either a foam, dry powder, or CO2 (carbon dioxide) fire extinguisher readily to hand. 2. Fuel may contain up to 5% of Benzene as an anti-knock additive. Benzene is extremely injurious to health (being carcinogenic) and therefore all contact should be kept to an absolute minimum, particularly inhalation. 3. The fuel system may contain fuel under pressure. Therefore, prior to opening the system (i.e. dis· connecting pipes or unions), disconnect the battery and ensure that the system is depressurized (refer to TSD 4737 Engine Management Systems Manual). Protective clothing including safety goggles, gloves, and a pron sh o u Id be worn at all ti mes by the operator. 4. Fuel has a sufficiently high vapour pressure to cause a hazardous build-up of vapour in poorly ventilated areas. 5. The fuel is irritant to the eyes and skin and any affected parts should be washed immediately with clean water. The fuel vapours are irritant to the lungs 5/88 82-2 ~ ~ and if high concentrations are inhaled it may cause nausea, headaches, and depression. 6. The danger from inhaling exhaust gases cannot be over emphasized. When operating the engine in a confined space or workshop, always ensure that the area is well ventilated. Whenever possible the exhaust gases should be ducted out of the building. Sitting in the car with the car's eir conditioning system operating will not eliminate the denger. 5/88 Printed in England © RoJls-Royce Motor Cars Limited 1988 TSD4700 82-3 Section 83 Shipping precautions When transporting a car overseas always contact a reputable shipping agent to obtain the correct advice and service. The following points should also be brought to the notice of the shipping agent. 1. If it is necessary to syphon the fuel from the tank note the following. Do not run the engine to completely drain the system as d1:1mage to the fuel pump and catalytic converter (if fitted) could occur. Position a note on the facia stating that the fuel tank is empty and that no attempt must be made to start the engine until the tank contains fuel. 2. It is of the utmost importance that service personnel should fully appreciate that the hydraulic systems of the car operate at high pressures and that they are fully conversant with the precautions which mu st be ta ken to ensure correct operation of the systems. Special attention should therefore be given to the items on Special Precautions in Chapters A andG. 3. Ensure that the battery is disconnected and the terminals taped up. 4. Cover all outer chromed parts with masking tape. 5. When the car is shipped in a container, place a bag of silica-gel adjacent to each wheel trim and below each suspension spring. 6. The dangers from inhaling exh1:1ust gases cannot be over emphasized. When operating the engine in a confined space or workshop, always ensure that the area is well ventilated. Whenever possible the exhaust gases should be ducted out of the building. Sitting in the car with the car's air-eonditioning system operating will not eliminate the danger. Safety procedures ln addition to the usual workshop safety procedures note the following. 1. Extreme care must be exercised whenever any work is carried out on the fuel system. Always ensure that the no smoking rule is strictly observed and that there is either a foam, dry powder, or COi (carbon dioxide) fire extinguisher readily to hand . 2. Fuel may contain up to 5% of Benzene as an anti-knock additive. Benzene is extremely injurious to health (being carcinogenic) and therefore all contact should be kept to an absolute minimum, particularly inhalation. 3. The fuel system may contain fuel under pressure. Therefore, prior to opening the system (i.e. disconnecting pipes or unions), disconnect the battery and ensure th1:1t the system is depressurized (refer to TSD 4737 Engine Management Systems Manual). Protective clothing including safety goggles, gloves, and apron should be worn at all times by the operator. 4. Fuel has a sufficiently high vapour pressure to cause a hazardous build-up of vapour in poorly ventilated areas. 5. The fuel is irritant to the eyes and skin and any affected parts should be washed immediately with clean water. The fuel vapours are irritant to the lungs and if high concentrations are inhaled it may cause nausea, headaches, and depression. 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD 4700 83-1 Chapter C Air conditioning system Contents Sections Rolls-Royce Silver Silver Spur Spirit Bentley Eight Corniche Corniche II Mulsanne Turbo A Continental Contents and issue record sheet C1 C1 C1 Cl C1 C1 C1 c, Precautions C2 C2 C2 Introduction and basic operation C2 C2 C2 C2 C2 C3 C3 C3 C3 C3 C3 C3 C3 Electrical circuits test and fault diagnosis C4 C4 C4 C4 C4 C4 C4 C4 Refrigeration system C5 C5 C5 C5 C5 C5 C5 C5 Component description C6 C6 C6 C6 C6 C6 C6 C6 Workshop tools CJ CJ CJ CJ CJ CJ CJ CJ 1/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSO 4700 C1-1 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. ! Sections Page No. C4 1 2 1/87 3 7/89 1/87 7/89 I C5 1/87 1/87 7/89 5 7/89 6---------------'--:-:::--=---------------------1/87 7 2/87 1/87 8 1/87 9 1/87 10 1/87 11 ,2 1/87 7/89 13 7/89 14 4 ------------------------------------- 15 16 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17 18 19 20 21 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22 23 24 25 26 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27 28 29 30 ------------------------------------31 32 33 34 35 36 ------------------------------------- 37 38 39 40 41 - - - - - - - - - - - - - - - 42 43 44 45 46 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 47 48 49 50 51 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~ 52 53 54 7/89 Printed in England ~ Rolls- Royce Motor Cars Limited 1 98 9 TSO 4700 C1-3 Section C2 @5j1 ~ Precautions Danger - Exhaust gases To ensure adequate ventilation, always open garage doors fully before starting the car in a garage, or any confined space. The exhaust gases contain carbon monoxide (CO), which is odourless and invisible, but very poisonous. Operating the air co nd iti on in g system increases the danger of these gases entering the car. General precautions Before commencing work on the electrical system it is recommended that either the battery master switch be turned to the OFF position or that the battery is disconnected. If the master switch has to be left in the ON position or if the battery is left connected, the gear range selector lever must be placed in the park position and the gearchange isolating fuse (fuse A6) removed from fuseboard F2 at the main fuse board. Then remove the ignition key. Never disconnect the battery or switch off the battery master switch when the engine is running . Always ensure correct polarity when making cable connections. It is recommended that when carrying out tests on the car wiring, a good quality multi-meter is used. Never use generator type meters. Do not use a test lamp on circuitry that contains electronic components, such as the air conditioning system. When working on or in the vicinity of the air conditioning micro-processor, anti-static precautions, in particular the wearing of an anti-static wristband connected to a good earth, must be observed. 6. Refrigerant containers must not be overfilled, increased pressure could cause an explosion. 7. To heat the drum when charging a system, immerse in warm water at a maximum temperature of51°C (124°F) . Never place the drum on a hat surface or attempt to heat the drum by means of a blawlamp, etc. 8. Do not discharge refrigerant in confined spaces or near to exposed flames. Contact with exposed flames can produce a toxic gas. Always keep refrigerant clear of engine air intakes. 9. Excessive heat applied to any part of the refrigeration system will create high pressures within the system. Therefore, welding, soldering, or brazing should not be carried out on the system , or to any adjacent part of the car. First aid - Refrigerant burns If the skin comes into contact with refrigerant, it should be bathed with clean cold water and medical attention sought immediately. Do not apply localized heat, hot dressings, etc. If an eye should become affected by refrigerant, it must be immediately washed with clean cold water. The eye must not be rubbed as this will aggravate the injury. After administering this emergency treatment a doctor shou Id be consulted as soon as possible. Special precautions The refrigerant used in the air conditioning system is dichlorodifluoromethane (Refrigerant 12). It is supplied to the service network in disposable containers or metal drums. When correctly handled the refrigerant is perfectly safe, however, incorrect handling could resutt in injury or accident. The following precautions must always be observed. 1. Do not smoke in the vicinity of refrigerant or a refrigeration system. 2. Always wear safety glasses when working on a refrigeration system . 3. Store refrigerant containers up rig ht and away from direct sunlight. 4. When transporting refrigerant, ensure that the containers are secured, remain upright and away from direct sunlight. 5. Ensure that caps are fitted to drums not in use. 1/87 Printed in England ® Rolls-Royce Motor Cars Limited 1987 TSO 4700 C2-1 Section C4 I~ Electrical test and fault diagnosis Contents Pages Rolls-Royce Silver Silver Spirit Spur Corniche Corniche II Bentley Eight Mulsanne Turbo R Continental C4-3 C4-3 C4-3 C4-3 Introduction C4-3 C4-3 Test procedures using test box RH 9884 C4-3 C4-3 C4-3 C4-3 C4-3 Fan control circuits Wiring diagram and component location C4-6 C4-6 C4-6 C4-6 C4-6 Temperature control circuits Wiring diagram and component location C4·8 C4·8 C4-8 C4-8 C4-8 Test procedures using a multi-meter C4-10 C4·10 C4-10 C4·10 C4-10 Air conditioning microprocessor board C4·13 C4-13 C4-13 C4-13 C4·13 7/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 C4-13 C4-3 C4-13 C4-3 C4-13 TSO 4700 C4-1 Section C4 Electrical test and fault diagnosis Introduction If an electrica I fau It is suspected on the air conditioning system it will be necessary to determine whetherthe fault is in the wiring of the air conditioning system or on the micro-processor board. If it is determined that the fault is on the microprocessor board, the boa rd must be replaced as it is a non-serviceable item. The wiring can be tested using the air conditioning test box RH 9884. Alternatively, test the wiring using a good quality multi-meter capable of measuring continuity, resistance, and direct current voltage. If using the test box it is recommended that the test procedures be carried out in full, noting any malfunction. On completion of the test box procedures, correct any malfunction by selecting the appropriate sub-heading under Test procedures using a multi-meter. Carry out that particular procedure before retesting the system with the test box. When correcting a malfunction or carrying out the test procedures using a multi-meter, id ent i fi cation of cable routes and connections, also components, can be made using the wiring diagrams and component locations contained within this section. When working on or in the vicinity of the air conditioning micro-processor, anti-static p reca uti on s, in particular, the wearing of an anti-static wristband connected to a good earth, must be observed. To avoid damage to the mating surfaces of plug or socket connections it is recommended that meter probes, etc., are applied from the rear, cable entry side. It may be necessary to release the locking bar of the plug or socket to achieve this. Where it is necessary to start the car engine, all normal workshop safety precautions must be observed. Before commencing the test procedures always ensure that the battery is in a fu Ily charged condition. Test procedures using test box RH 9884 Initial procedure 1. Remove fuse A 1 at fuseboard F1. 2. Disconnect both the left-hand and rig ht-hand 18way plugs at the micro-processor. To avoid damage to the board it will be necessary to hold the opposite end of the board when removing a plug. 3. With all switches on the test box in the up position, connect the test box as fol lows. a. Connect the lead from the test box marked LEFT to the left-hand 18-way plug from the microprocessor. b. Connect the lead from the test box marked RIGHT to the right-hand 18-way plug from the microprocessor. 1187 Printed in England © Rolls-Royce Motor Cars Limited 1987 c. Ensure that the termination on the single red cable from the test box is insulated and free from any earth potential. d . Connect the sing le purple cable from the test box to a known, fused, 12 volts positive supply. 4. Select ON position at the POWER switch on the test box noting that. a. Dependent on the position of the air conditioning function switch on the facia, the corresponding lamp on the test box will be illuminated. b. When testing with a cold engine [engine coolant temperature below 44°C (111 °F)J the 44°C lamp on the test box wirl be illuminated. c. The ALT (alternator) lamp on the test box wi 11 only be illuminated when the engine is running. Air conditioning function switch - To test 1. Select OFF position at the air conditioning function switch on the facia. The OFF lamp at the test box should illuminate. 2. Rotate the function switch from OFF through each position to the ~ (defrost) position. At each switch position the corresponding lamp on the test box should illuminate. Fans control circuit- To test 1. Move the left-hand FAN CONTROL switch on the test box to the down (ON) position . The fans should operate at minimum speed. 2. From left to right select the down position on the four remaining FAN CONTROL switches noting that as each switch is operated the speed of the fans increases. 3. Switch OFF the left-hand FAN CONTROL switch . Both fans should stop. Mode change actuator- To test 1. Move the MODE switch on the test box to the down position . The mode change actuator should operate, directing air to the facia position. 2. Move the MODE switch on the test box to the SCREEN (up) position. The mode change actuator should operate, directing air to the screen position. 3. Ensure that the mode change flap seals effectively, especially in the screen position. Left-hand recirculation actuator-To test 1. Move the L.H. switch on the test box to the down position. The left-hand recirculation actuator shou Id operate, directing air to the fresh air position. 2. Move the L.H. switch on the test box to the RECIRC (up) position. The actuator should operate, directing air to the recirculation position. 3. Ensure that the flap seals effectively, especially in the recirculation position. TSD 4700 C4-3 Fig. C4-1 Air conditioning system test box RH 9884 Right-hand recirculation actuator- To test 1. Move the R.H. switch on the test box to the down position. The right-hand recirculation actuator should operate, directing air to the fresh air position. 2. Move the R.H. switch on the test box to the RECIRC (up) position. The actuator should operate, directing air to the recirculation position. 3. Ensure that the flap seals effectively, especially in the reci rcu Iation position. Lower quantity actuator - To test 1. Move the LOWER FLAP switch on the test box to the down position. The lower quantity actuator should operate, directing air to the lower outlets. 2. Move the LOWER FLAP switch on the test box to the SHUT (up) position. The lower quantity actuator should operate, closing off air from the lower outlets. 3. Ensure that the flap seals effectively, especially in the closed position. Air conditioning temperature sensors - To test 1. Rotate the selector switch on the test box to the AMBIENT position. Read off the voltage. Compare the voltage reading with the Temperature sensor voltage response graph and table given in figure C4-2. If the reading is within a ± 5% tolerance the sensor is functioning correctly. 2. Repeat procedure 1 with the selector switch in the LOWER position. 3. Repeat procedure 1 with the selector switch in the TOP ROLL (solar) position. 4. Repeat procedure 1 with the selector switch in the UPPER position. Screen-facia/recirc switch- To test 1. Press and hold the SCREEN-FACIA/RECIRC switch on the facia to the SCREEN/FACIA position. The SCREEN FACIA lamp on the test box should illuminate. 7/89 C4-4 It should be noted that when carrying out this operation on certain 1987 model year cars the RECIRC lamp on the test box also illuminates but at a slightly lower intensity. If illumination of the lamp does occur, before continuing with the test procedure, the pink cables connected between the SCREENFACIA/RECIRC switch and the inner switch panel plug and socket 6-way must be disconnected and permanently removed. 2. Select the RECIRC position at the SCREENFACIA/RECIRC switch. The RECIRC lamp on the test box should illuminate, 3. Return the SCREEN-FACIA/RECIRC switch to the central position. The RECI RC lamp will be restored to its original condition, i.e. not necessarily extinguished. Temperature selector controls test procedure 1. Rotate the selector switch on the test box to the REFERENCE position. Read off the voltage (approximately 2 .5 volts). 2. Rotate the upper temperature selector on the facia to the mid-position and the selector switch on the test box to the UPPER SEL position. Read off the voltage. This output voltage should be within ± 0.5 volt of the reference voltage . 3. Rotate the lower temperature selector on the facia to the mid-position and the selector switch on the test box to the LOWER SEL position. Read off the voltage. This output voltage should be within ± 0.5 volt of the reference voltage. Rear window demister and mirror heaters. compressor clutch, and water tap test procedure 1. Rotate the selector switch on the test box to the BAT. VOLTS position. 2. Move the H.R.W. switch to the down position. The voltage reading on the test box should decrease. 3. Move the H.R.W. switch to the up (off) position. 4. Move the COMP. CLUTCH switch to the down position. The compressor clutch in the engine compartment should be heard to operate. 5. Move the COMP. CLUTCH switch to the up (off) position. 6. Move the WATER TAP switch to the down position. The water tap situated in the engine compartment should operate . 7. Move the WATER TAP switch to the up (off) position. Air conditioning coolant temperature switch - To test This test must be carried out with a cold engine [i.e. engine coolant temperature below 44°C (111°F)). 1. The 44°C lamp on the test box will be illuminated. 2. Disconnect the coolant temperature switch on the thermostat housing. The 44°C lamp on the test box should extinguish . 3. Re-connect the coolant temperature switch. Voltage Temperature °C 4 3.25 3.00 2.70 2.40 2.10 1.85 1.55 0 5 10 15 20 25 30 35 40 1.37 1.20 Q) 01 £! ~ 2 -1--+--+---if--~-... 0 5 10 15 20 ·25 30 35 40 Temperature "C A.2811 Fig. C4-2 Temperature sensor voltage response graph and table b. Disconnect the test box. c. Re-connect the 18-way plugs to the microprocessor. d. Replace fuse A 1 at fuse board F1. 2. Test the air conditioning system. If a malfunction is still apparent carry out the Micro-processor initializing procedure given under the heading Air conditioning micro-processor board. If correct operation of the upper and lower blend flap actuators is verified by the initializing procedure the fault will be on the micro-processor board. Therefore, fit a new board. If the correct operation of the upper and lower blend flap actuators cannot be verified by the initializing procedure, first substitute the actuator(s} to determine whether the fault is with the actuatorjs) or on the micro-processor board. Renew as necessary. Test procedures conclusion 1. Having verified the car wiring. a. Disconnect the 12 volts positive supply to the test box. 7/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 TSO 4700 C4-5 Fan control circuit Wiring diagram and component location 1/87 C4-6 ~~ z ~ "'0 0 0 - G> .:. 2 oe "' 0 0.5 Y8 -.. e 0 N F3 12v + 0 0.5 Yil A 0 5 YB 0.5 YB ~-----.....;;0;;.;.5;...;..:;YB _ _ _ _ _ _.;...._ __, 0.5 YB 0 5 VB C> "'>- "'0 0 0 N N >- "'>- >- 0"' ....c "'>- ..- 0:: "' "' "' Ul 0 0 0 "'> "' >- >- 0 0 "'>- >- 0:: z >- 0 0 0 0 .• ,: 3 0 YO C "'>"' 0 ~ (,.5 t,.Y 3 0 YN 3.0 YR Q Ill) 3.0 YK 05 uo 05 uo "' 0 0 5 UK -.. e 3.0 YO 05 YG Q 05 YG 0.5 YN Q 0 5 YN 0.5 YN 0 .5 YR Q o.& YR 0~ 0 .5 YK Q 0 S YK 0.5 YO Q 0 5 YO 0.5 YG VA 1 Fuseboard Fl, fuse A 1, 10 Amp 2 Air conditioning unit micro-processor 3 Air conditioning unit micro-processor plug 18-way -right-hand 4 12 volts positive supply when engine is running 5 SpliceA 0.5 YB 0.S YB O.S YB 0.5 YB 6 Left-hand main to valance loom plug and socket 12-way 7 Compressor clutch solenoid 8 Transmission tunnel earth point 9 Compressor ambient thermostat 10 Left-hand valance to engine loom plug and socket 9-way 11 Water tap solenoid 12 Water tap solenoid connection 13 Front valance earth point 14 Compressor clutch relay 15 Water tap relay 16 Fans control relay 17 Fan speed relay 4 18 Fan speed relay 3 19 Fan speed relay 2 20 Fan speed relay 1 21 Fuseboard F3, fuse A6, 30 Amp 22 Splice B ( ~:::.------................. ~ Al361/B 0.6 YB 0.5 YB 0.5 YB O.S YB 0.5 YB 0.5 YB 0.5 YB 23 Left-hand main to valance loom connection 24 SpliceC 3.0YO 3.0 YO ~ 3.0 YO 25 SpliceO 3.0 YG 3.0 VG ~ 2.0 YG 2.0VG 0.5 VG 26 Air conditioning unit resistor block plug and socket 27 Air conditioning unit resistor block 28 Air conditioning fan suppressor - left-hand 29 Air conditioning fan - left-hand 30 Air conditioning fan - right-hand 31 Air conditioning fan suppressor - right-hand 32 Air conditioning loom to left-hand valance loom connection 2/87 Printed in England ® Rolls-Royce Motor Cars Limited 1987 C4-7 Temperature control circuit Wiring diagram 1/87 C4-8 "'"' "' Q 0.5 BK 0 5 BK 0 .5 BK 0 5 BK 0.5 BK 0 5 BK 0 5 BK 0.5 BK 0.5 BK 0.5 BK 0 5 BK ~ •I •I -- I O 8 "' 0 ED 1.0 B - l .O B G ;.J "' "'"' 0 e ~ G ~ G MCA ,., "'"' "'"' "' 0 C, "'.""~ "' "' "' 0 "'"' 8 "' 0 -~ "'C :, (!l 0 a: a: "' 0 0 ,,., "'0 e e 0 e 0.5 OY 0: ,;, e e 0 LOA PS e PS 1 0 GY Q,:; RU l'l 5 OR 0 5 RG ~ "'0 U> " .n t .~ GR 0.5 AV "' 0 5 AV RM\/ 12 G 0 5 BK 0.5 RO 0 5 KN 0.5 BK OS OS Q i) 0 5 NS e >< ~ m "' "' "' 0 0 "'"'.n " O.S GS ~aµ -~~- I ..../ 6.5 KR \ \_. 0.5 OU 0.5 NS 0; GU C 5 NS 05 so 1-e l.O 8 - V, z O.!"> SY "'0 0.5 ON 05 SG Cl) CD 0 \' ~ SlG ~-4 ETP ~ 0 a G) , _____,~·o;..;;e___ II L---.:..;;.....-....o< C • s12 ~I 0~ SN z OS SW 0 "._.__ ... "'0 ,___,_o...;a__,. - -......... - - ~ RRA PS " 0:; BK 0 5 KG O.S K~ . _..Q2.~S__ . O.~ !H. (15 P.~ 1/87 0 S RS 0 5 RS _./ Temperature control circuit Component location 1/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSO 4700 C4-9 1 Air conditioning unit micro-processor 2 Air conditioning unit micro-processor plug 18-way -left-hand 3 Air conditioning unit micro-processor plug 18-way - right-hand 4 SpliceA 5 6 7 8 9 0 5 BK 0.5 BK 05 BK 0 5 81\ o 5 BK 0 5 8K ll5 BK o 5 BK 0 5 BK 0.5 8K Inner switch panel plug and socket 6-way Inner switch panel plug and socket 12-way Upper temperature selector Lower temperature selector Splice B V 0 00000000:i J - ------ 05K 05K ~ OSK 0.5 K -~ 10 Monitor supply from alternator (14 volts positive with engine running) to allow rear window and door mirror demisting 11 Left-hand valance to engine loom plug and socket 9-way 12 Left-hand ma in to val a nee loom plug and socket 12-way 13 Anti-lock braking system plug and socket 5-way 14 Switch box plug and socket 18-way 15 Air conditioning control switch 16 Screen-facia/reci re switch 17 Right-hand main to valance loom plug and socket 12-way 18 Right-hand valance to engine loom plug and socket 9-way 19 Engine thermostat Ioom plug and socket 12-way 20 Coolant temperature switch 21 Splice C 200 108 IO B 100 1 OB 1.0 8 10 B 10 8 , oe , oa 22 Engine earth point 23 Right-hand 'A' post main to body loom plug and socket 12-way 24 Rear window demister relay - for details of the rear window demister and mirror heaters circuit refer to TSD 4701 Workshop Manual - Electrical, Section 16 25 Transmission tunnel earth point 26 Right-hand recirculation actuator plug and socket 27 Right-hand recirculation actuator 28 Right-hand 'A' post earth point 29 Mode change actuator plug and socket 30 Mode change actuator 31 Left-hand 'A' post earth point 1/87 l" OSK \ A1414/ B A\587/ E r- ( I I A 1570/A 32 Left-hand recirculation actuator plug and socket 33 Left-hand recirculation actuator 34 Right-hand main to cantrail loom plug and socket 6-way 35 Right-hand cantrail to sensor loom plug and socket 2-way 36 Cantrail sensor 37 Knee roll sensor 38 Air conditioning unit ambient sensor plug and socket 39 Ambient sensor 40 Top roll (solar) sensor 41 Lower quantity actuator plug and socket 42 Lower quantity actuator - · - Denotes alternative cable route on Turbocharged cars A1407/ C Test procedures using a multi-meter Initial procedure 1. Disconnect both the left-hand and right-hand 18-way plugs at the micro-processor. 2. Start the engine. Ensure that there is a 12 volts positive supply on the yellow/black cable at pin 18 of the rig ht-hand plug. If no supply is present. a. Check the continuity of the yellow/black cable from the 18-way plug to fuse A 1 at fuseboard F1. b. Ensure that the fuse is intact. c. Check that there is a 12 volts positive supply to the white /yellow cable at connection 1U of fuse A1. If no supply is present, the fault lies within the engine running sensor circuitry. 3. Ensure that there is a 14 volts positive supply (charging voltage) from the alternator at the brown/ slate cable at p in 10 of the left-hand 18-way plug . This supply monitors the car's electrical load, and in a situation where an excessive load is being used, wil I cause the micro-processor to switch off the rear window and door mirror demisting functions . 4. Switch off the engine. 5. Ensure the continuity of the black cable from pin 9 of the right-hand 18-way plug to the transmission tunnel earth point. Verify that the earth point is in good condition . Air conditioning function switch - To test Test procedure carried out at the left-hand 18-way plug. 1. In each switch position ensure continuity to the black/pink cable at pin 14 from the following . OFF from the slate/orange cable at pin 9. ECON from the slate/yellow cable at pin 8. LOW from the slate/green cable at pin 7. AUTO from the slate/light green cable at pin 6. HIGH from the slate/brown cable at pin 5. ~ (defrost) from the slate/white cable at pin 4. Fans control circuit- To test Test procedure carried out at the right -hand 18-way plug. 1. Remove fuse A 1 at fuse boa rd F1. 2. Apply a known 12 volts positive supply to the yel tow/black cable connection at termi na I 1 of the fuseboard. 3. Apply a known earth to the following cables ensuring in each case that the appropriate relay energizes. Yellow/orange cable at pin 2 -fans control relay. Yellow /pink cable at pin 3-fan speed relay 4. Yellow/red cable at pin 4 - fan speed relay 3. Yellow/brown cable at pin 5 -fan speed relay 2. Yellow/green cable at pin 6 -fan speed relay 1. 4. Shau Id a relay not energize, first replace the relay and repeat the appropriate test. If the relay sti II does not energize, disconnect the 12 volts positive supply before checking the continuity of the yellow/black cable from the fuse to the relay. If necessary, check the continuity of the appropriate cable to the other side of the relay coil (from the 18-way plug). 5. If all relays energize in procedure 3, and a fau It is still suspected on the fans circuit, refer to the appropriate wiring diagram within this section for further details. Mode change actuator - To test Test procedure carried out at the left-hand 18-way plug. 1. Apply a known 12 volts positive supply to the green/red cable at pin 15. The actuator should move the flap to the screen position. Should the actuator fail to move. a. Ensure that there is a good earth connection to the actuator. b. Disconnect the 12 volts positive supply before checking the continuity of the green/red cable from pin 15 to the actuator. 2. App!y a known 12 volts positive supply to the orange /red cable at pin 16. The actuator shou Id move the flap to the facia position. Should the actuator fail to move, disconnect the 12 volts supply before checking the continuity of the orange/red cable to the actuator. 3. If no fau It is found, renew the· actuator. Left-hand recirculation actuator - To test Test procedure carried out at the left-hand 18-wayplug. 1. Apply a known 12 volts positive supply to the green/yellow cable at pin 17. The actuator should move the f_ta p to the fresh air (closed I position. Shau Id the actuator fail to move. a. Ensure that there is a good earth connection to the actuator. b. Disconnect the 12 volts positive supply before checking the continuity of the green/ye 11 ow cable from pin 17 to the actuator. 2. Apply a known 12 volts positive supply to the orange/yellow cable at pin 18. The actuator should move the flap to the recirculation (open) position. Should the actuator fail to move, disconnect the 12 volts positive supply before checking the continuity of the orange /yellow cable to the actuator. 3. If no fault is found renew the actuator. Right-hand recirculation actuator - To test Test procedure carried out at the right-hand 18-way plug. 1. Apply a known 12 volts positive supply to the green!blue cable at pin 10. The actuator should move the flap to the fresh air (closed) position. Should the actuator fail to move . a. Ensure that there is a good earth connection to the actuator. b. Disconnect the 12 volts positive supply before checking the continuity of the green/blue cable to the actuator. 2. Apply a known 12 volts positive supply to the orange /blue cable at pin 11. The actuators hould move the flap to the recirculation (open) position. Should the actuator fail to move, disconnect the 12 volts positive supply before checking the continuity of the orange/blue cable to the actuator. 3. If no fau It is fou nd, renew the actuator. 1/87 C4-10 8000 7000 6000 5000 Resistance Ohms 4000 3000 2000 1000 0 5 20 15 25 30 35 40 Temperature °C Al?/1 Fig. C4-3 Temperature sensor resistance graph Lower quantity actuator- To test Test procedure carried out at the rig ht-hand 18-way plug . 1. Apply a known 12 volts positive supply to the green/slate cable at pin 12. The actuator shou Id move the flap to the closed position. Shou Id the actuator fail to move. a. Ensure that there is a good earth connection to the actuator. b. Disconnect the 12 volts positive supply before checking the continuity of the green/slate cable to the actuator. 2. Apply a known 12 volts positive supply to the orange/slate cable at pin 13. The actuator should move the flap to the open position. Should the actuator fail to move, disconnect the 12 volts positive supply before checking the continuity of the orange/slate cable to the actuator. 3. If no fault is found renew the actuator. Air conditioning temperature sensors - To test Test procedure carried out at the right-hand 18-way plug . 1. Disconnect the battery. 2. With the multi-meter set to ohms range. a. Measure the resistance of each sensor between its connection at the plug (see item f) and a known earth point. b. Com pa re the resistance rneasu rement with the temperature/resistance graph shown in figure C4-3 1187 Printed in England © Rolls-Royce Motor Cars Limited 1987 c. If the resistance fa Ils to within ± 5% of the graph reading, the sensor is operating correctly. d. If the graph reading is significantly outside the ± 5% tolerance, renew the sensor. e. If a measurement cannot be obtained, check. the continuity ofthe sensor wiring. f. Sensor connections. Red/orange cable at pin 14 - Solar (top roll) sensor. Red/yellow cable at pin 15 -Ambient sensor. Red/green cable at pin 16- Lower air (knee roll) sensor. Red/blue cable at pin 17 - Upper air I roof) sensor. 3. Re-connect the battery. Screen-facia/recirc switch - To test Test procedure carried out at the left-hand 18-way plug . 1. Ensure the continuity of the pin kiyel low cable at pin 2 to the black/pink cable at pin 14 when the SCREEN-FACIA/RECIRC switch is in the SCREENFACIA position . 2. Ensure the continuity of the pink /green cable at pin 3 to the black/pink cable at pin 14 when the SCREEN-FACIA/RECIRC switch is in the RECIRC position. Temperature selector controls test procedure Test procedure carried out at the left-hand 18-way plug. 1. Disconnect the battery. TSD 4700 C4-11 0 0 <8 <~ ® --0---0---- I Fig. C4-4 A1742 Micro-processor and blend flap actuators assembly 2. With the multi-meter set to ohms range. measure the resistance from the pink cable at pin 13 to the black/pink cable at pin 14. The reading should be 500!L If a reading of 1000D is recorded, one of the selector potentiometers is open circuit and must be replaced. 3. Rotate the lower temperature selector to the midposition. Measure the resistance between the pink/red cable at pin 11 and the black/pink cable at pin 14. The reading should be 500.!1. Rotate the lower temperature selector ensuring that a lower reading is measured as the red section is exposed, and a higher resistance is measured as the blue section is exposed. 4. Rotate the upper temperature selector to the midposition. Measure the resistance between the pink/ brown cable at pin 11 and the blackipink cable at pin 14. The reading should be 5000. Rotate the upper temperature selector ensuring that a lower resistance is measured as the red section is exposed, and a higher resistance is measured as the blue section is exposed. 5. Re-connect the battery. Rear window demister and mirror heaters, compressor clutch, and water tap test procedure Test procedure carried out at the right-hand 18-way plug. 1. Remove fuse A 1 at fuseboard F1. 2. Apply a known 12 volts positive supply to the yellow/black cable connection at terminal 1 of the fuseboard. 3. Apply a known earth to the following cables ensuring in each case that the appropriate relay energizes. Orange/brown cable at pin 1 - rear window demister relay. Blue/pink cable at pin 7 - compressor relay. Blue/orange cable at pin 8-water tap relay. 4. Should a relay not energize, first replace the relay and repeat the appropriate test. If the relay still does not energize, disconnect the 12 volts positive supply before checking the continuity of the yellowiblack cable from the fuse to the relay. If necessary, check the continuity of the appropriate cable to the other side of the relay coi I (from the 18-way plug). 5. If all relays energize in procedure 3, and a fault is sti 11 suspected, refer to the appropriate wiring diagram for further details. Note The wiring diagram for the compressor clutch and the water tap are contained within this section. However, the wiring diagram for the Rear window demister and mirror heaters circuit is contained in TSO 4701 Workshop Manual Electrical, Section 16. Air conditioning coolant temperature switch - To test This test must be carried out with a cold engine [i.e. engine coolant temperature below 44°C ( 111°F)]. 1. Check the continuity of the red/slate cable at pin 1 of the left-hand 18-way plug to a known earth point. 2. Disconnect the air conditioning coolant temperature switch and ensure that the red/slate cable now reads open circuit. Re-connect the switch. Test procedures conclusion 1. Having verified the car wiring. a. Ensure that all connections are remade. b. If a fault has been found, retest the air conditioning system_ 1/87 C4-12 ~ ~ A1743 Fig. C4·5 Air conditioning micro-processor board 2. If no fault has been found and the air conditioning system circuitry is still faulty, replace the microprocessor board. Air conditioning micro-processor board Handling precautions The micro-processor board and connectors are durable if handled correctly. However, they are vulnerable to stray voltages, wrong polarity and especially static electricity. Therefore anti-static precautions, in particular the wearing of an anti-static wristband connected to a good earth, must be observed at all times. The board is particularly vulnerable before the edge connectors are fined (i.e. before it is earthed). Handling should therefore be kept to a minimum. Boards must be stored in anti-static containers and kept dry and free from grease. Micro-processor board - To remove (see fig. C4-4) 1. Remove fuse A 1 at fuseboard F1. 2. To avoid damage when disconnecting or re-connecting a micro-processor boa rd 18-way plug, it will be necessary to hold the opposite end of the board. Disconnect both the left-hand and right-hand 18-way plugs from the micro-processor board (see item 1). 3. Disconnect the upper and lower blend flap actuator plugs from the micro-processor board (see items 2 and 3). 4. Remove the two setscrews securing the microprocessor board front retaining channel (see item 4). Remove the channel. 5. Lower the front edge of the micro-processor board and carefully withdraw. 7/89 Printed in England @ Rolls-Royce Motor Cars Limited 1989 Micro-processor board - To fit Reverse Operations 2 to 5 inclusive of Micro-processor board - To remove. Then, carry out the Microprocessor initializing procedure. Micro-processor initializing procedure (refer to figs. C4-4 and C4-5}. To carry out this procedure it may be necessary on some cars to remove the centre console. Refer to Chapter S of this manual for details. 1. Ensure that fuse A 1 at fuseboard Fl is removed. 2. Ensure that the SCREEN-FACIA/RECIRC switch is set to the mid position. 3. Fit the micro-processor board test pins link RH 9884 DET 2 or bridge the test pins (see fig. C4·5 item 2). 4. Slacken the actuator arm securing bolts at the upper and lower blend flap actuators (see fig. C4-4 item 5). 5. Apply a known, fused, 12 volts positive supply to the yellow/black cable connection at the fuseboard. If using test box RH 9884 with the purple cable connected to a 1 2 volts positive supply, the red cable from the test box can be connected to the yellow/black cable at the fuseboard. It should be noted that the large cables marked LEFT and RIGHT from the test box are not connected during this procedure. 6. Select OFF position at the air conditioning function switch on the facia. The lower blend flap actuator (see fig. C4-4 item 6) will operate and continue to operate during procedure 7. 7. Rotate the lower blend flap potentiometer (see fig, C4-4 item 8} throughout the full range of its travel, noting the portion of travel for which the LED (light emitting diode} on the micro-processor board ( see fig. C4-5 item 1 ) illuminates. TSD 4700 C4-13 Adjust the potentiometer to the centre of the illuminated portion of travel. 8. Select the ~ (defrost) position at the air conditioning switch on the facia. The upper blend flap actuator will operate and continue to operate during procedure 9. 9. Rotate the upper blend flap potentiometer (see fig. C4-4 item 9) throughout the full range of its travel, noting the portion of travel for which the LED on the micro-processor board illuminates. Adjust the potentiometer to the centre of the illuminated portion of travel. 1 0. Remove the test pins link RH 9884 DET 2 or remove the bridge from the test pins. 11. Tighten the actuator arm securing bolts at the up.per and lower blend flap actuators (see fig. C4-4 item 5). 12. Disconnect the 12 volts positive supply from fuse A 1 yellow/black cable connection. 13. Replace fuse A 1 at fuseboard F1. 14. Test the air conditioning system. 7/89 C4-14 ~ ~ Section C7 Workshop tools AH 9884 Air conditioning system test box AH 9884 DET 1 Anti-static wristband AH 9884 DET 2 Test pins link (air conditioning micro- processor board) 1187 Printed in England © Rolls-Royce Motor Cars limited 1987 TSO 4700 C7-1 Chapter D Lubricants Contents Pages Rolls--Royce Silver Silver Spirit Spur Comiche/ Corniche II Bentley Mulsanne/ Turbo R Continental Eight Mulsanne S Contents and issue record sheet D1 D1 D1 D1 D1 D1 D1 Countries other than Canada and the USA Canada and the USA D2 D4 D2 D4 D2 D4 D2 D4 D2 D4 D3 D5 D2 D4 5/88 Printsd in England Cl Rolls-Royce Motor Cars limited 1988 TSO 4700 D1-1 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapte,, 02 Sections Page No. 1 2 3 4 5 5/88 5/88 5/88 D4 5/88 5/88 5/88 5/88 5/88 5/88 5/88 6------------------------------------7 8 9 10 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11 12 13 14 15 16 ------------------------------------- 17 18 19 20 21 22 23 24 ------------------------------------- Sections Page No. 1 2 3 4 5 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ 6 7 8 9 10 11 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12 13 14 15 16 ------------------------------------- 17 18 19 20 21 ------------------------------------- 22 23 24 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1966 TSD 4700 D1-3 Section D2 Lubricants All cars except Bentley Turbo A +Engine, Hand oiling points BP BP BP BP BP BP BP BP Super Viscostatic Visco 2000 Visco Route Visco Coranda Pilote 2500 Pilote 3000 Strata Castrol Castro! Castrol Castrol Castro! Castro! GTX GTX2 (Turbo Tested) Syntron Syntron-X 5W/50 Formula RS Duckhams Duckhams Hypergrade Duckhams 'QXR' Esso UNIFLO Esso SUPERLUBE Esso Super Oil Castrol Castrol TO Dexron® II Castrol Transmax M Castrol Transmax S Duckhams Duckhams D-Matic ATF (Dexron II) Esso Esso ATF Dexron II Gulf Gulf Automatic Transmission Fluid Dexron II Mobil Mobil ATF 220 (Dexron) Shell Shell Automatic Transmission Fluid Dexron II Texaco Texamatic Fluid 9226 Dexron II Also approved any other Dexron II Transmission Fluid. + Final drive unit, Rack and pinion steering unit Mobil Mobil Super Mobil 1 Rally Formula Shell Shell Shell Shell Shell Shell Super Super Super Super Super Motor Motor Motor Motor II Oil 20W/50 Oil 15W/50 Oil 15W/40 Oil 10W/40 Texaco Havoline 15W/40 t Recommended BP BP Gear Oil 90 EP BP Multigear FE BOW/90 BP Multigear FE 85W/140 Castrol Castro! Castrol Castrol Castrol Castrol Castrol Hypoy EP 90 Hypoy B EP 90 EP 90 EPX 90 EPX BSW/140 EPX BOW/90 engine 011 grades for cars operating in low temperatures. For constant operation in ambient temperatures of between 0°C and -23°C (32°F and -10°F) use a 10W/30 grade oil. For constant operation in ambient temperatures below -23°C (-10°F) use a 5W/20 grade oil alternatively, use Castro! Syntron-X 5W/50 oil or Mobil 1 Rally Formula (SW/50) oil. Gulf Gulf Multi Purpose Gear Lubricant BOW/90 Torque converter transmission, Steering pump Mobil Mobilube HD 90 BP BP Autran DX II 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 Duckhams Duckhams Hypoid SOS Esso Esso Gear Oil GX 85W/90 Esso Gear Oil GX BOW Shell Shell Spi.rax 90 EP TSO 4700 D2-1 Front and raar hubs Esso Esso Nuto H22 BP BP Energrease L2 Gulf Gulf Hydrasil 22 Castrol Castrol LM Grease Mobil Duckhams Duckhams LB 10 Grease Mobil DTE 11 Mobil DTE 12 Mobil DTE 13 Esso Esso Multi-purpose Grease Shell Tellus Oil 22 Gulf Gulf Crown Grease No. 2 EP Alloy wheel trim locks Mobil Mobilgrease MP Keenomax L3 Shell BP Shell Shell Retinax A t t First preference Rear drive-shaft constant velocity joints. Levelling valve operating rod ball joints, Parking brake linkage clevis and fulcrum pins Rocol Rocol MTS 1000 Grease Parking brake inner cable Midlands Silicones Midlands Silicones MS 44 Grease Refrigeration compressor Suniso Suniso No. 5 GS Oil ;~ , Hyd,auHc b.,k;ng and levamng (~ _' - - ~\ systems Castrol Castro! Hydraulic System Mineral Oil Power operated hood reservoir BP BP Energol HLP 22 Castro! Castrol Hyspin VG 22 Castrol Hyspin AWS 22 5/88 D2-2 Section D3 Lubricants Bentley Turbo R t Engine, Hand oiling points Duckhams Duckhams D-Matic ATF (Dexron 11) BP BP Super Viscostatic BP Visco 2000 Castrol Castro! Castro! Castro! Castrol Castro! GTX GTX 2 (Turbo Tested) Syntron Syntron-X 5W/50 Formula RS Duckhams Duckhams Hypergrade Duckhams 'OXR' Esso Esso ATF Dexron II Gulf Gulf Automatic Transmission Fluid Dexron II Mobil Mobil ATF 220 (Dexron) Shell Shell Automatic Transmission Fluid Dexron II Texaco Texamatic Fluid 9226 Dexron II Esso Essa SUPERLUBE + Esso Super Oil 15W/40 Also approved any other Dexron 11 Transmission Fluid. Mobil Mobil Super Mobil 1 Rally Formula Final drive unit, Rack and pinion steering unit Shell Shell Shell Shell Shell Super Super Super Super Motor Oil 20W/50 Motor Oil 15W/50 Motor Oil 15W/40 \I Texaco Havoline 15W/40 t Recommended engine oil grades for cars operating in low temperatures. For constant operation in ambient temperatures of between 0°C and -23°C (32°F end -10°F) use a 10W/40 grade oil. For constant operation in ambient temperatures below -23°C (-10°F) use a 5W/20 grade oil or alternatively, use Castro! Syntron-X 5W/50 oil or Mobil 1 Rally Formula (5W/50) oil. BP BP Gear Oil 90 EP BP Multigear FE BOW/90 BP Multigear FE 85W/140 Castro! Castro! Castro! Castro! Castrol Castro! Castro! Hypoy EP 90 Hypoy B EP 90 EP 90 EPX 90 EPX 85W/140 EPX BOW/90 Duckhams Duckhams Hypoid 90S Essa Esso Gear Oil GX 85W/90 Esso Gear Oil GX BOW Gulf Gulf Multi Purpose Gear Lubricant BOW/90 Mobil Mobilube HD 90 Torque converter transmission, Steering pump Shell Shell Spirax 90 EP BP BP Autran DX II Castro! Castro! TO Dexron® II Castro! Transmax M Castrol Transmax S 5168 Printed in England © Rolls-Royce Motor Cars Limited 1 988 Front and rear hubs, Propeller shaft universal joints BP BP Energrease L2 TSO 4700 D3-1 Fn5;1 ~ Castro! Castrol LM Grease Ouckhams Duckhams LB 10 Grease Esso Esso Multi-purpose Grease Gulf Gulf Crown Grease No. 2 EP Mobil Mobilgrease MP Shell Shel/ Retinax A t t First preference Rear drive-shaft constant velocity joints, Levelling valve operating rod ball joints. Perking brake linkage clevis and fulcrum pins Rocol Rocol MTS 1000 Grease Parking brake inner cable Midlands Silicones Midlands Silicones MS 44 Grease Refrigeration compressor Suniso Suniso No. 5 GS Oil ~ \ Hydraulic b,ak;ng and lovemng systems Castrol Castrol Hydraulic System Mineral Oil Alloy wheel trim locks BP Keenomax L3 5/88 D3-2 Section D4 Lubricants All cars except Bentley Turbo R t Engine, Hand oiling points Exxon/Esso Esso ATF Dexron II BP BP Super Viscostatic BP Visco 2000 Gulf Gulf Automatic Transmission Fluid Dexron II Castrol Mobil Castrol GTX (USA) Castro! XLR (Canada) Castro! Syntron-X 5W/50 Mobil ATF 220 (Dex:ron) Shell Shell Automatic Transmission Fluid Dexron II Duckhams Duckhams Hypergrede Duckharns 'QXR' Texaco Texamatic Fluid 9226 Dexron II Exxon/Essa Also approved any other Dexron II Transmission Fluid Superflo Supreme Performance (USA) Protec Ultra (Canada) UNIFLO Final drive unit, Rack and pinion steering unit Mobil Mobil Super Mobil 1 Rally Formula Shell Fire and Ice (USA) Super Plus (Canada) Texaco Havoline 15W/40 BP BP GEAREP BOW/90 BP GEAREP BOW/140 BP GEAREP 65W/140 Castro! Castro! Castro! Castro! Castro! EP 90 EPX 90 EPX 85W/140 EPX BOW/90 t Recommended engine oil grades for cars operating in low temperatures. For constant operation in ambient temperatures of betwe-an 0°C and -23°C (32°F and -10°F) use a 10W/30 grade oil. For constant operation in ambient temperatures below -23°C (-10°F} use a 5W/20 grade oil alternatively, use Castro! Syntron-X 5W/50 or Mobil 1 Rally Formula (5W/50) oil. Duckham9 Duckhams Hypoid Gear Oil BOW/90 Exxon/Essa Esso Esso Esso Essa Gear Gear Gear Gear Oil Oil Oil Oil GX GX GX GX 85W/140 85W/90 BOW/90 BOW Gulf Gulf Multi Purpose Gear Lubricant BOW/90 Torque converter transmission. Steering pump Mobil Mobilube HD 90 BP BP Autran Universal Shell Shell Spirax 90 EP Castro! Castro! TQ Dexron® ll Castro! Transmax M Castro! Transmax S Front and rear hubs Ouckhams BP Duckhams D-Matic ATF (Dexron Ill BP Energrease L2 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 TSO 4700 D4-1 ~ ~ Castrol Castrol MP Grease Castrol LM Grease Castrol Universal Wheel Bearing Grease (Canada) Gulf Gulf Harmony 22 AW Duckhams Duckhams LB 10 Grease Mobil Mobil DTE 11 Mobil DTE 12 Mobil DTE 13 Exxon/Esso Ronex MP Essa Unitol Shell Shell Tellus Oil 22 Shell Tellus Oil 23 Gulf Gulf Crown Grease No. 2 EP Alloy wheel trim locks Mobil Mobilgrease MP Keenomax L3 BP Shell Shell Darina AX Rear drive-shaft constant velocity joints, Levelling valve oper11ting rod ball joints, Parking brake linkage clevis and fulcrum pins Rocol Rocol MTS 1000 Grease Parking brake inner cable Midlands Silicones Midlands Silicones MS 44 Grease Refrigeration compressor Suniso Suniso No. 5 GS Oil ;b\ Hydraulic braking and levelling - - - - - systems Castrol Castrol Hydraulic System Mineral Oil Power operi,ted hood reservoir BP BP Energol HLP 22 Castrol Castrol Hyspin AWS 22 Exxon/Esso Esso Nuto H22 5/B8 D4-2 Section 05 Lubricants Bentley Turbo R t Engine. Hand oiling po!nts Gulf Gulf Automatic Transmission Fluid Dexron II BP BP Super Viscostatic 10W/40 BP Visco 2000 Mobil Mobil ATF 220 (Dexron) Castro! Castro! GTX IUSA) Castro! XLR (Canada! Castrol Syntron-X 5W/50 Shell Shell Automatic Transmission Fluid Dexron II Duckhams Duckhams Hypergrade Duckhams 'QXR ' Exxon/Esso Superflo Supreme Performance (USA) Protec Ultra (Canada) Mobil Mobil Super Mobil 1 Rally Formula Shell Fire and Ice (USA) Super Plus !Canada) Texaco Havoline 15W/40 t Texaco Texamatic Fluid 9226 Dexron II Also approved any other Dexron II Transmission Fluid. Final drive unit, Rack and pinion steering unit BP BP GEAAEP SOW/90 BP GEAREP SOW/140 BP GEAREP 85W/140 Castrol Castrol Castrol Castrol Castrol EP 90 EPX 90 EPX 85W/140 EPX BOW/90 Cuckhams Duckhams Hypoid Gear Oil BOW/90 Recommended engine oil grades for cars operating in low temperatures. For constant operation in ambient temperatures of between 0°C and -23°C (32°F and -10°F) use a 10W/40 grade oil. For constant operation in ambient temperatures below -23°C (-10°FJ use a 5W/20 grade oil alternatively, use Castrol Syntron-X 5W/50 or Mobil 1 Rally Formula (5W/50) oil. Gulf Gulf Multi Purpose Gear l..JJbricant BOW/90 Torque converter transmission. Steering pump Mobil Mobilube HD 90 BP BP Autran Universal Cai:;trol Castro! TO Dexron® II Castrol Transmax M Castrol Transmax S Exxon/Esso Essa Gear Oil Esso Gear Oil Esso Gear Oil Esso Gear Oil GX GX GX GX 85W/140 85W/90 80W/90 BOW Shell Shell Spirax 90 EP Front and rear hubs, Propeller shaft universal joints BP BP Energrease L2 Cuckhams Duckhams D-Matic ATF (Dexron II) Exxon/Esso Esso ATF Dexron II 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 Castrol Castro! MP Grease Castrol LM Grease Castrol Universal Wheel Bearing Grease (Canada) TSD 4700 D5-1 ~ ~ Ducl I .I \. l t'> C> I t'> ' I ,.. f", :-..~ A· 8 ----< E '' Fig. E6-1 Connecting rods and pistons 12/87 E6-2 'nipped' using a handbrace and socket. The nuts should be easy to screw on. if any effort is required, the threads should be examined for burrs. damage, or malformation and the otfend ing parts replaced. 14. Torque tighten the nuts to obtain a bolt stretch of between 0.1 5 mm and 0,38 mm (0.006 in and 0.015 in). This bolt stretch range should be achieved between 48 Nm and 61 Nm (4,9 kgf m and 6,2 kgf m; 35 lbf ft and 45 lbf ft). 1 5. If any bolt has not stretched sufficiently, increase the torque tightness to 68 Nm (7,0 kgf m; 50 lbf ft) and again check the bolt stretch (see inset DJ. 16. If any bolt is still under stretched, slacken both nuts of that particular connecting rod and measure the free length of the offending bolt. If this measurement is outside the limits quoted in Operation II, fit a new bolt. Should the measurement be inside the limits quoted in Operation II, repeat Operations 13 and 14. Again measure the bolt stretch. If the bolt now conforms it is acceptable. If not, slacken both nuts and replace the suspect bolt with a new one. 1 7. If any bolt has been over stretched when tightening, slacken both nuts on the connecting rod and replace the offending bolt. 18. Repeat Operations 11 to 1 7 inclusive to the remainder of the connecting rod big-end bearings. 19. Fit the engine sump. using a new gasket. 20. Fit all other parts by reversing the procedure given for their rs,moval. 21 . Set the engine stop plate gap (see Section E1 2, Engine removal and installation). Connecting rod and piston - To remove (see fig. E6-1 l i _ Remove the cylinder head (see Section EB). 2. Remove any carbon build-up in the bore at the top of the liner. 3. Remove the connecting rod cap from the big-end bE06 Connecting rods - To check alignment and twist The correct alignment of a connecting rod is of the utmost importance. Any connecting rod that has had a new bush fitted and bored must be checked for alignment using a reliable alignment fixture. Connecting rods that are bent will cause uneven and premature wear between the cylinder walls and pistons. If an alignment fixture is not available the 12/87 E6-4 alignment twist of the connecting rods can be checked as follows. Alignment 1. Fit the gudgeon pin to the small-end bush. 2. Fit a mandrel to the big-end. 3 . Mount the connecting rod on an inspection surface table as shown in figure E6-3. 4. Using a dial indicator gauge, take a reading at both ends of the gudgeon pin. 5 . The difference between the two readings must not exceed 0,02 mm (0.001 in) per 25.40 mm (1.0 in) length of the gudgeon pin. 4. Ensure that the shell bearings are correctly located in both the connecting rod and cap. 5 . Fit the piston and connecting rod assembly into the cylinder bore from the top. 6. Tighten the piston ring compressor, hold it against the cylinder liner and push the piston into the bore (see fig. E6-6). 7. Carefully position the connecting rod onto the crankshaft big -end j ou ma I. Remove the protective sleeving from the bolts and finally check the location of the big-end bearing shells; fit the cap. 8. Fit the nuts to the connecting rod bolts and tighten them in accordance with the procedure given in Connecting rod bearings - To fit. Twist 1. Fit the gudgeon pin to the small-end bush. 2 . Fit a mandrel to the big-end. 3. Mount the connecting rod on an inspection surface table as shown in figure E6-4. 4. Using a dial indicator gauge, take a reading at both ends of the gudgeon pin. 5. The difference between the two readings must not exceed 0,07 mm (0.003 in) per 25,40 mm (1.0 in) length of gudgeon pin. Connecting rods and pistons - To assemble (see fig. E6-1 ) To assemble the connecting rods to the pistons, reverse the procedure given for dismantling noting the following . 1. Pistons and gudgeon pins are supplied as an assembly, the gudgeon pin being a selective fit. On no account must pistons and gudgeon pins be interchanged. 2. When fitting the rings to the piston, fit the oil control ring assembly first. Commence by fitting the centre spacer, then fit the steel ra iIs either side of the spacer. Ensure that the gaps in the various components of the oil control ring are spaced equally around the circumference of the piston . Fit the two compression rings (see inset B) . 3. Ensure that the gudgeon pin, piston, and connecting rod are always assembled as follows. a. Fit the pin to the piston so that the cylinder number on the pin is on the same side as the cylinder number on the pistons. b. The tangs on the connecting rod and cap should always be nearest the camshaft (see fig . E6-5). Connecting rods and pistons - To fit (see fig. E6-1) To fit the connecting rods and piston assemblies to the engine, reverse the procedure for remova I noting the following . 1. Space the ring gaps around the piston. 2. Liberally cover the pistons with either graphogen grease or clean engine oil. Then, fit a ring compressor over the piston rings. 3. Ensure that the head of each connecting rod bolt is seated on the connecting rod . If not, carefully tap the head of the bolt into position. Fit a protective rubber sleeve to each bolt before fitting the piston and connecting rod assembly to the engine. 12/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSO 4700 E6-5 Section E7 Camshaft and valve mechanism This section contains information relating to the camshaft timing gear, distributor drive gear, hydraulic tappets. push rods, and rockers. For information relating to the valves and their associated components, refer to Section ES . Rocker shaft assembly - To remove and dismantle (see fig . E7 -1) 1. Carry out the usual workshop safety precautions. 2. Unscrew the cap nuts retaining the ignition harness to the rocker cover. Also, remove the nut and bolt securing the engine dipstick tube to the harness shaft. 3. Remove the reach nuts securing the rocker cover to the cylinder head. 4. Carefully prise around the joint face of the rocker cover. Once the joint has been freed, lift the rocker cover from the engine. 5. Unscrew the five setscrews (item 1) securing the rocker shaft in position . Do not withdraw the setscrews. 6. Carefully withdraw the rocker shaft from its position . Leave the setscrews positioned through the pedestals to retain the rocker arms (item 2) and springs (item 3) in position on the shaft (item 4) . 7. Place the rocker shaft assembly on a bench and withdraw the end setscrew wh i Ist holding the pedesta I (item 5) in position. Ensure that the spring does not force any components off the end of the shaft. Slowly release the hand pressure applied to the end of the rocker shaft and allow the spring to push the pedestal off the rocker shaft. 8. Collect the end pedestal, first rocker arm, spring, and second rocker arm. Ensure that the rocker arms are identified so that they can be returned to their original positions. 9. Repeat Operations 7 and 8 to the next pedestal and continue repeating the exercise until both rocker shafts are dismantled. Rocker shaft assembly - To inspect (see fig . E7-1) 1. Examine the pads on the rocker arms for wear and renew any that are badly worn . Slight 'scuffing' or pitting on the pads may be removed with a smooth stone. 2. Rocker pads are case hardened to a depth of between 0,63 mm and 0,76 mm (0.025 in and 0.030 in) and the rockwell hardness value should be between C57 and C65. 3. If the hardness value is below these figures, the rocker arms should be renewed. Rocker shaft assembly - To assemble and fit (see fig . E7-1) Assemble and fit the rocker shaft by reversing the removal and dismantling procedures, noting the following. 12/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 1. The rockers are handed and should be fitted in pairs so that the arms point inwards to the cylinder bore (see inset A). 2. The cylinder heads have rocker shaft dowel pins fitted. Ensure that the rocker sh aft is correctly located on the pins so that the oil feed holes align . 3. When tightening, commence with the centre setscrew and alternate on either side towards the end setscrew. 4 . Torque tighten the rocker shaft retaining setscrews to between 11 Nm and 13 Nm (1,2 kgf m and 1,3 kgf m ; 8 lbf ft and 10 lbf ft). Push rods - To remove, inspect, and fit {see fig. E7-1) 1 . Carry out the usual workshop safety precautions. 2. Remove the rocker cover and rocker shaft. 3. Withdraw the push rods (item 6) . Label each one for identification purposes during assembly, noting top and bottom . 4 . Check the push rods for bow. If any push rod has a total indicator reading or more then 0,51 mm (0.020 in) it should be discarded and a new push rod f itted. 5. Ensure that the holes in the ball ends are not blocked by dirt, etc. 6. When fitting the push rods reverse the removal procedure . Always ensure that the push rods are returned to their orignal positions and that they are correctly seated in both the hydraulic tappets and the rocker arms. Hydraulic tappets (see fig. E7-1, inset CJ A tappet which is found to be defective in service should be replaced by a complete assembly. Individual components must not be renewed. Where a tappet is noisy but otherwise appears to be serviceable and replacement tappets are not readily available, it is recommended that the tappet is di sma nt Ied and thoroughly washed in clean paraffin. Tappet noise A defective tappet makes a noise like a 'rifle crack'. It is usually caused by one or more tappets collapsing and can be heard with each revolution of the camshaft. This could be caused by dirt which has infiltrated into the tappet(s). in which case the tappetls) should be dismantled and cleaned. If cleaning the tappet does not cure the fault, the tappet should be renewed. To determine a defective tappet, manually depress each tappet in turn whilst the engine is running. The defective tappet can be identified by a change in noise when any 'sponge' in the tappet is taken up. If the noise is not caused by a collapsed tappet!s) one of the following causes should be suspected . 1. Air may have been drawn into the tappets if the engine has been standing for a period of time (i.e. overnight) and one of the tappets may not clear itself. It TSO 4700 E7-1 -- -- -- C A2316 Fig. E7-i Camshaft and 8 -----~:_VvcauJ,ve mechamsm . 12/87 E7-2 is possible that a tappet may not clear even after 30 minutes of hot running. 2 . Occasionally a tappet leaks down too quickly at high temperatures causing a knock. This is really a milder case of the 'rifle crack' failure and should be renewed_ 3. Occasionally a tappet will stick in the bore of the tappet block at high temperatures causing a knock. This wi II show itself by being consistently noisy when the engine is very hot but quiet at other times. Should this situation be encountered (and alt other tappet rectification measures failed to effect a cure). the suspect tappet block should be checked for incorrect crankcase bedding. Lightly smear the seating face with engineers blue and fit the block in the crankcase. If the check proves conclusively that the tappet block bedding is faulty, the crankcase can be scraped to improve the situation. Extreme care must be exercised when carrying out this operation and the minimum amount of metal removed from the crankcase. Tappet wear It should not be necessary to reject tappets due to an appearance of wear on the bottom face of the tappet. The only occasion when rejection may become necessary is if the cam peak on the camshaft is also badly worn . It may cause problems to replace a mildly worn tappet with a new one unless the camshaft is also changed. For this reason only the tappets which are actually causing a problem should be renewed. If it is found necessary to fit a new camshaft to an engine, a complete set of new tappets must also be fitted . Hydraulic tappets - To remove (see fig. E7 -1) 1. Carry out the usual workshop safety precautions . 2 . Remove either the fuel injection system equipment or turbocharging equipment as applicable (refer to Engine Management Systems Manual - TSD 4737) . 3. Dra in the eng ine coolant (see Chapter L). 4. Depressurize the hydraulic systems (see Chapter G). 5. Remove the induction manifold. 6. Progressively unscrew the setscrews securing the tappet chest cover to the crankcase. The setscrews must be removed progressively. If the brake pump operating cams happen to be at their peak, distortion could occur to the tappet chest cover. 7 . Remove the rocker covers. B. Progressively unscrew the setscrews securing the rocker pedestals to each cylinder head . Then. remove the rocker shaft assemblies. 9. Remove the push rods. 10. Withdraw the hydraulic tappets from the tappet blocks (item 7). Hydraulic tappets -To dismantle (see fig . E7-1) 1. Press down the spherical cap situated in the top of the tappet and remove the snap ring holding the cap in. After gradually releasing the pressure from the spherical cap, the tappet can be dismantled (see inset C). 2 . Remove the plunger and valve from the tappet 12/87 Printed in England © Roi Is- Royce Motor Cars Limited 198 7 barrel . Examine the tappet for any signs of wear on its base . Hydraulic tappets -To assemble and prime (see fig . E7-1) In order to obtain the high degree of accuracy necessary for efficient operat ion of the hydraulic tappets, it is essential that extreme precautions are taken when assemb Ii ng the components to ensure comp Iete cleanliness. It is therefore most important that particular attention is given to the following points before commencing the assembly procedure. Due to the highly critical surtaces and dimensions of the hydraulic tappets, great care and cleanliness are of the utmost importance when handling tappet components. If a cloth has to be used , ensure that it is lint free. Ensure that the assembly tank is perfectly clean before adding paraffin. Only clean fresh paraffin must be used . Wash all tappet components in clean paraffin, taking care that the components of each tappet are retained as an assembly and are not interchanged with parts of another tappet. 1. Fit the spring washer (item 12) and valve (item 11) in the retainer (item 13). 2. Using 'finger' pressure, carefully press the retainer assembly onto the spigot of the plunger (item 1 0) . 3. Fit the spring (item 14) onto the retainer assembly. 4. Fit the valve assembly (plunger, valve, spring washer. retainer. and spring), into the tappet barrel (item 15). 5 . Fit the cap (item 9) into the top of the plunger. 6. Us ing an old push rod press the cap downwards until it is possible to fit the retaining snap ring (item 8) into the groove located inside the top of the barrel. 7. Release the pressure. 8 . Submerge the tappet assembly in clean Essa TSO 104 7 rust inhibiting paraffin . 9 . Using a small probe push the valve off its seat. The probe should be carefully positioned through the small hole in the tappet cap and pushed down into the tappet until it contacts the valve. A slight increase in pressure wi II then be required to overcome the spring washer loading and open the valve. 10. Continue to hold the valve open and place a small screwdriver into the cap adjacent to the probe. 11 . Apply pressure to both the probe and screwdriver. Press the cap downwards in the tappet barrel, compressing the spring. Note the ai r bubbles that are expelled from the tappet barrel oil inlet hole. 1 2 . When the air bubbles cease, release the pressure from the cap and valve. 1 3. Repeat Operations 9 to 1 2 inclusive, until the air bubbles have ceased to appear throughout the cycle of operations. 14. Withdraw the probe from the small hole in the centre of the cap. 15 . Again apply pressure to the cap with a small screwdriver. If the assembly feels solid it can be assumed that it is operating satisfactorily and can be TSD 4700 E7-3 G ' F Fig. E7-2 Camshaft build sequence checks 2/89 E7-4 removed from the paraffin. When tappets are to be fitted immediately after overhaul, they should be primed with clean engine oil. Hydraulic tappets - To fit (see fig. E7-l) 1. Oil the bores of the tappet blocks (item 7). 2. Fit the tappets. 3. Fit the push rods to the engine, into the same position from which they were removed. 4. Fit the rocker shafts. Then, progressively tighten the securing nuts. 5. Fit the tappet chest cover. Tappet chest cover - To fit (see fig. E7-21 1. Rotate the camshaft until the brake pump eccentrics are at approximately bottom dead centre (bdc). 2. To prevent the poss i bi Iity of a hydraulic lock, ensure the brake pumps are drained of fluid. 3. If necessary, check that the position of the two brake pump rods is correct and fit the brake pumps (see Section El 1 ). 4. Apply a 1,27 mm (0.050 in) wide bead of Loctite 5 7 3 sealing compound onto the crankcase tappet cover joint face, so that it surrounds all the tapped holes. 5. Complete the engine build by reversing the procedure given for dismantling, noting the fol lowing. 6. Fit new joints and sealing rings. 7. Refer to Chapter P and Section E1 5 for torque tightening figures. 8. Ensure that the brake pipes are not overtightened, otherwise damage to the conical seatings may occur. 9. Any hoses showing signs of deterioration should be renewed. 10. Ensure that the driving belts are adjusted to the correct tension (see Section E13). Camshaft -To remove (see fig. E7-2) Engines prior to 1989 model year 1 . Remove the hydraulic tappets. 2. Remove the transmission (see Chapter T). 3. Remove the flexplate assembly. 4. Remove the distributor assembly. 5. Remove the cover from the rear end of the era n kcase, to expose the di st ri butor driving gear (see inset E)_ 6. Remove the skew gear from the end of the camshaft. 7. Remove the radiator grille. refrigeration condenser, and radiator matrix. 8. Remove the coolant pump and lower front cover from the front of the engine. 9. Unscrew the setscrews from the camshaft and withdraw the cam gear. 10. Remove the camshaft thrust plate together with the timing gear lubricating oil pipe assembly (see fig. E7- 1, inset BJ. Withdraw the camshaft through the front end of the crankcase. Take care that the bearing bores are not damaged by the cam lobes. 2189 Printed in England © Rolls-Royce Motor Cars Limited 1989 1989 model year engines To remove the camshaft, it will be necessary to remove the engine from the car (see Section El 2). Then, refer to the re Ieva nt Sections within th is Ch apter ford eta i led dismantling procedures. Camshaft - To inspect 1 _ Inspect the cams for wear and pitting. The cam lift dimensions are given in Section E4, Dimensional data. 2. If wear is in excess of the figures given, the camshaft must be renewed. Camshaft - To fit (see fig. E7 - 1 ) 1. Lightly smear the camshaft bearings with clean engine oil. Lubricate the camshaft lobes with EP (extreme pressure) oil such as Castro! Hypress SC 1 40. Fit the camshaft through the front end of the crankcase, taking care that the cam lobes do not damage the camshaft bearing bores. 2. Fit the timing gear Iubricating jet assembly to the th rust plate and secure with a new tab-washer. 3. Fit and secure the camshaft thrust plate to the crankcase; use new tab-washers. Torque tighten the setscrews to the figures quoted in Chapter P; lock the tab-washers. Camshaft end-float - To check (see fig. E7-2) 1 _ Fit a dial test indicator to the crankcase and position the indicator onto the end of the camshaft; set the scale to zero (see inset A). 2. Fit two setscrews to the end of the camshaft. 3. Grip the setscrews, then move the camshaft backward and forward and note the reading on the di aI test indicator. 4. The camshaft end-float should be between the figures quoted in Section E4, Dimensional data. Valve gear - To time (see fig. E7-2) 1. Rotate the crankshaft until the mark on the crankshaft timing gear is vertical and towards the top of the crankcase (see inset B). 2. Fit the camshaft timing gear to the camshaft so that the mark on the gear is aligned with the mark on the crankshaft timing gear; do not fit any setscrews at this stage. 3. Carefully rotate the camshaft until the holes in the camshaft timing gear align exactly with the threaded holes in the camshaft (one hole is offset). 4. Fit the end plate cover and secure the timing gear and cover to the camshaft. Torque tighten the setscrews to the figures quoted in Section E1 5. Camshaft timing gear backlash and run-out To check (see fig. E7-2) 1 . Fit a di aI test indicator to the crankcase and position the indicator onto the timing geer (see inset C); set the scale to zero. 2. Rock the cam gear and check the backlash. The backlash should be between the figures quoted in Section E4, Dimensional data. TSO 4700 E7-5 3. Check the backlash on various teeth around the circumference of the gear. 4. Check the timing gear run-out as follows (see inset D). 5. Move the indicator pointer so that it touches the front face of the cam gear. 6. Rotate the crankshaft and check the run-out shown on the indicator dial. The run-out should not exceed the figures quoted in Section E4. tapped holes of the camshaft gear aperture, prior to fitting the transmission adapter plate to the engine. Distributor and driving gear - To fit (see fig. E7-2} 1. Fit the camshaft distributor driving skew gear, noting that it will only fit one way due to the two holes being offset. 2, Rotate the crankshaft until the timing marks on the camshaft and crankshaft gears are in line (see inset B). 3. On naturally aspirated engines, the timing pointer should be on the 1 0° btdc mark on the damper. Holding the distributor with the ignition module to the rear of the engine, position the rotor forward down the centre Ii ne of the engine. As the distributor is fitted, the rotor will turn slightly (as it engages with the camshaft distributor driving gear) and point directly towards A 1 cylinder and to A 1 cylinder contact in the distributor cap (see inset F). Fit the distributor clamp and tighten the setscrew fingertight, plus half a turn. 4. On turbocharged engines, the timing pointer should be on the 42° btdc mark on the damper. Holding the distributor assembly as shown in inset G, with the twin rotors to the notches in the top face of the casting (caps removed). lower the distributor into position. Seal the distributor adapter to the crankcase using Loctite 51 0. Tighten the securing setscrews to the figures quoted in Chapter P. 5. Using a dial test indicator in a similar manner to that shown in inset C, check the backlash of the distributor driving gear. This should be between the figures quoted in Section E4, Dimensional data. 6. Fit the camshaft rear cover (if fitted) using a new joint. Engine assembly - To complete Complete the engine assembly by reversing the procedure given for camshaft removal, noting the following. 1. All setscrews, nuts, and bolts must be torque tightened to the figures quoted in the appropriate section. 2. Renew all joints. 3. Fit a new Neoprene seal between the lower front casing and the coolant pump. 4. Ensure that the tappet cover is fitted correctly. 5. Check the ignition timing as described in the Engine Management Systems Man ua I - TS D 4 7 3 7. 6. If a new camshaft is fitted to an engine, a complete set of new tappets must also be fitted. 7. On 1989 model year engines, apply a 1,3mm (0.050in) wide bead of Loctite 573 sealing compound onto the crankcase rear face so that it surrounds the 2/89 E7-6 Section EB Cylinder heads and valves Cylinder heads - To remove (see fig. EB-1) The operations listed form the basic procedure to be followed . In service. minor variations to this procedure will be encountered due to the specification of the vehicle. 1. Carry out the usual workshop safety precaut ions. 2. Drain the cooling system (see Chapter L). 3 . Depressurize the hydraul ic systems (see Chapter G). 4 . Slacken the drive belts at the front of the engine. 5. Remove either the fuel injection system equipment or turbocharging equipment as described in the Engine Management Systems Manual - TSO 4737 . Induction manifold 6. Detach the refrigeration compressor from its mount ings and move it from the vicin ity of 'B' bank cylinder head. 7. Remove the a lte rnato r (see Electrica I M anua Is TSO 4701 or TSD 4848). 8 . Disconnect the throttle linkage at the ball joint located at the top of the long control rod. Then, detach the linkage trapeze mounting bracket from the body longeron. 9. Disconnect the coolant hose from the thermostat housing outlet connection. 10. Disconnect the heater feed pipe at the rear of ·s· bank cylinder head . 11 . Detach all electrical connections from the thermostat hous ing switches. Label each one to facil itate assembly. 1 2. Remove the setscrews securing the thermostat bypass pipe to the coolant pump. 1 3. Unscrew the transmission modulator pipe from the union situated at the rear of the induction manifold . 14. Disconnect the pipes from the hydraulic brake pumps. 15. Remove the induction manifold setscrews and collect the washer s. 16. Carefully withdraw the induction manifold. Discard the gaskets. Rocker covers 1 7 . Remove the speed control actuator assembly from the rear of 'A' bank cylinder head (if not removed p revio usl y). 1 8. Unscrew both the cap and reach nuts from the rocker covers. 19. Discon nect the Jeads from the sparking plugs . 20. Remove the nut and bolt securing the engine dipstick tube to the harness shaft ('B' bank). 21. Withdraw the ignition harness from the mounting studs on the rocker covers. 22. Carefully free the seal and withdraw the rocker cover. 23 . Repeat Operations 1 8 to 22 inclusive to the other rocker cover. 24. Remove the steering pump (see Chapter N) . 11/88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 Cylinder head 25 . Unscrew the rocker shaft retaining setscrews but ensure that they remain through the shaft. 26. Withdraw the rocker shaft assembly. 2 7. Repeat Operations 25 and 26 on the other rocker shaft. 28. Withdraw the push rods. 29. Remove the exhaust manifolds (see Chapter 0) . 30. Using box spanner RH 7126, unscrew the cylinder head nuts. Commence by unscrewing the nuts at each end of the assemblies and progressively work inwards. 31 . Carefully free the cylinder head{s) and withdraw it from the engine. Take care to ensure that the studs do not damage the face of the cylinder head(s). or that the threads of the studs are not damaged as the cylinder head{s) is withdrawn . 32. Withdraw and discard the cylinder head gasket(s). Cylinder head - To fit (see fig . EB-1) Fit the cylinder head(s) by reversing the procedure given for removal, noting the following. 1. Always ensure that the cylinder head gasketls) is fitted correctly. The word TOP is marked on one side. 2. Cylinder head gaskets should be fitted dry. No jointing compound is necessary. 3 . If any core p Iugs are to be fitted. ensure th at a new sealing washer is used and the thread of the plug is coated w it h Loctite Superfast 57 2. The core plug should then be torque tightened to the figures given in Section El 5 . 4 . Before fitting the cylinder head nuts, ensure that the stud threads are clean and lubricated with clean engine oil. Screw the nuts onto the th reads 'finger tight' and then torque tighten them in the correct sequence (refer to Section E1 5) . Valves - To remove (see fig. EB-1) Label the parts as they are removed . This will ensure that they can be rea sse m b Ied into their orig ina I position. To remove the valves, special tool RH 7094 is required (see inset B) . 1 . Remove the cylinder heads. 2. Fit a valve tool pedestal at each end of the cylinder head. The pedestals locate in the recesses used for the rocker pedestals and are secured by nuts and bolts. 3. Place the cylinder head on a suitable base. Ensure that four wooden blocks fit into the combustion chambers. The blocks support the valves whilst the springs are compressed . 4. Insert the fulcrum bar through the holes in the pedestals. 5 . Fit the valve spring compressing tool under the fulcrum bar and fit the stirrup over the valve top washer. 6. Compress the valve spring and remove the two col lets . TSO 4700 ES-1 Fig. ES-1 Cylinder head assembly 12/87 E8-2 7. Gradual ly release th e pressure from the spring compressing tool. 8 . Move the stirrup from the valve top washer. 9 . Dismantle the assembly (see inset A) as follows. Withdraw the top washer, valve spring , valve stem seal, and bottom washer. 1 0. Repeat Operations 5 to 9 inclusive to the remaining valves in the cylinder head . 11 . Turn the cylinder head over and withdraw the valves. Valves and valve seat inserts - To inspect and reface 1 . Remove the va Ives from the eng ine. Note th at each valve has its cylinder number etched onto the side of the tip. 2. Visually check that each valve head and seating area is serviceable. If a valve appears to be burnt away or cracked in the seat ing area, f it a new va lve. 3 . Clean all carbon from each va lve head and cylinder head combust ion area , using a w ire brush. 4 . Wash the valves and cylinder head in clean paraffin. Then , dry with compressed air. 5 . Check that each valve seating area in the cylinder head (va lve insert) is serviceable. Fit a new valve insert if any are badly worn, b urnt, or cracked. 6. En sure that the stem and head of each valve is not bent. 7 . Reface the seating area on each valve and valve seat insert using the appropriate recond itioning equipment. The seat ang le should be 45° . When refacing the valve seats . remove the minimum amount of material possible to give a 'clean' seating . Note If new valve guides have been fitted, they should be reamed before the valve seat inserts are faced . 8. If necessary, the exhaust va lve seat inserts may be crowned with a 30° cutt er to prevent pocketing . 9 . Using a fine, good quality lapping paste, lightly lap each valve to its seat. Check the seating using Prussian blue. 1 0 . Thoroughly wash the cy linder head(s) and valves in paraffin to remove all grind ing dust and lapping paste. Dry using compressed air. Valves - To fit (see fig . EB-1) To fit t he valves reverse the procedure g iven for removal. noting the follow ing . 1. If any parts are serviceable, always ensure t hat they are fitted in their original positions. 2 . Check that the valves operate smoothly in their respective guides and that they are seating correctly. 3. New valves are specially treated on the stems to aid running-in . The black appearance wi l I wear off in service. However, this will not affect the surface ha rdness. Under no circumstances must this coating be removed. However, if the coating has worn off or if new rubber valve stem seals are fitted, the valve stems and gu ides shou ld be Iubricated . 4. When lub ricat ion of the va lves is requ ired , the valve stem s should be lubricated with an assembly lubricant such as either Molykote G Rapid or Rocol MTS 1000. In addition, the valve guides should be lubricated with clean eng ine oil. 12/ 87 Printed in England © Rolls-Royce Motor Cars Limited 1987 Valve guides -To inspect The va lve guides should be inspected whilst they are still fitted in the cylinder head . 1. Obtain a new valve guide. Examine the existing valve guides for wear, comparing them with the new guide. 2 . The maximum perm issa ble wear on the va Ive guides is given in Section E4, Dimens ional data . If the wear tolerance is exceeded, the valve guides should be removed from the cylinder head and new ones fitted as described in Valve guides - To remove and fit. 3. 'Bellmouth ing' at the bottom end of t he valve gu ides is permissable w it hin the to lerances specified in Section E4, Dimensional data. 4 . Check the clearance in the bore between each valve stem and its respective guide (refer to Section E4, Dimensional data. for the permissable to lerance). Valve springs - To inspect and test (see f ig. E8 - 1) 1. Dismantle the valve arrangement, refer to Valves To remove. 2 . Wash the springs in clean paraffin and dry using compressed air. 3. Visually examine the valve springs for defects. 4. Check the poundage of ea ch spring on a valve spring tester. Data for this poundage check can be found in Section E4. Valve guides - To remove and fit (see fig . EB - 1) 1. Remove the cylinder head(s) . 2. Dismantle the valve assemblies. 3 . Remove the valve guides using special tool RH 7 207 (see inset C) . Withdraw the guides from the top (rocker side) of the cyli nder head . 4. Thoroughly clean the va lve gu ide bores in the cylinder head and accurate ly measure the bore diameters. 5. Select a new set of oversize guides that will give the correct interference fit when installed in the cylinder head (see Sect ion E4, Dimensional data) . 6 . Using the special too l RH 7207 (see inset D), draw the valve guides into the cylinder head from the top (rocker side). Ensure that the shoulder of the guide abuts the cylinder head. 7. Us ing the special reame r RH 7 825 , or the tungsten carbide tipped version RH 7 82 7. ream both the inlet and exhaust valve gu ides to the f inished size. Valve seat inserts - To remove (see fig. ES - 1) 1. The valve seat inserts should be machined out of the cylinder head, leaving a thin skin of the insert material approximately 0,25 mm (0 .0 10 in) thick remaining in t he cylinder head. 2 . After machining, carefully remove the insert shell from the bore in the cylinder head. Valve seat inserts - To fit (see fig . ES-1) 1. Compare the size of t he insert bore in the cyli nder head with the standard figures given in Section E4, Dimensional data. 2 . If the bores do not conform to the size quoted, it will be necessary to machine them to a larger d iameter and TSO 4700 EB-3 ~ ~ to fit oversize seat inserts (refer to the Parts List). 3. Ensure that the correct interference fit is maintained when the inserts are fitted into the cylinder head (see Section E4, Dimensional data). 4. To fit the inserts, place the cylinder head in an oven, or heat evenly to a temperature of 150°C (302°FJ for a period of one hour. 5. The cylinder head should be quickly removed from the oven and the insert(s) driven into position using a soft drift. 6 . Ensure that the shoulder of each valve guide is in contact with the cylinder head (i.e. that it has not moved during the time that the cylinder head was in the oven or when the valve seat inserts were driven into position). Note Do not finish machine the valve seats until after the valve guides have been reamed. If the necessary service facilities are not available, it is recommended that the cylinder heads be returned to Rolls-Royce Motor Cars Limited for this work to be carried out. Decarbonizing Carbon deposits form in the combustion chambers and affect the cylinder heads, valves, and piston crowns. To decarbonize the engine it will be necessary to remove and dismantle the cylinder heads, then proceed as follows. 1. Ensure that the piston is at tdc. Using a blunt tool carefully remove the carbon deposit from the piston crown and the top face of the liner. Do not use a wire brush. 2. Carry out a similar exercise with the blunt tool on the valves. Complete the removal of the carbon deposit using a wire brush. Take care not to damage the valve seat or to make heavy score marks in the cylinder heads. Heavy score marks will quickly accumulate carbon and seriously impair engine performance. 3. Ensure that as the carbon is removed, it does not enter the coolant passages of the crankcase and cylinder heads. 4. Discard the sparking plugs for new ones. 5. Repeat Operations 1 to 4 inclusive on the remaining combustion chambers and their respective components. 6. Wash the cylinder heads and valves in paraffin and dry with compressed air. 7. Inspect the valve guides. 8. Inspect the valves, the valve seats, and the valve seat inserts. 9. Inspect the valve springs. 10. Assemble the engine by reversing the procedure given for dismantling, noting the following. a. Use new gaskets and seals. b. Torque tighten all nuts and setscrews to the figures quoted in either Section E1 5 or Chapter P. 12/87 ES-4 Section E9 Ii f Crankcase breather system Crankcase breather housing - To remove and fit (see fig. E9-1} All engines 1. Withdraw the starter relay situated either; a. Adjacent to the windscreen washer reservoir (Four door cars prior to 1989 model year, and all Corniche/Corniche II/Continental cars) or b. Between the spring pot support brackets on the A2363 Fig. E9-1 Crankcase breather system 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD 4700 E9-1 ~ ~ right-hand side of the engine compartment. To gain access to the relay, remove the cover panel !1989 model year - Four door cars). 2. Slacken the worm drive clips on the hoses leading to the breather housing. Label each hose for identification and then free each joint. 3. Remove the setscrews (item 1) securing the breather housing to the engine. Withdraw the assembly. 4. Slacken the worm drive clips securing the hoses to the housing and withdraw the hoses. 5. Remove the setscrew (item 2) retaining the inlet elbow to the housing. Ease the flange from the housing, noting that slight resistance may be encountered due to the rubber sealing ring (item 3) on the locating spigot. 6. Insert a small pointed instrument into the gauze and carefully lever the flame trap (item 4) from the housing. Turbocharged engines 7. Repeat Operation 5 on the connection to the induction manifold. 8. Collect the metal disc valve (item 5) situated behind the flange. 9. Unscrew and remove the setscrews (item 6) situated around the top of the assembly. 10. Withdraw the top and collect the spring (item 7), guide washer (item 8), and diaphragm (item 9). 11. Collect the metal disc valve (item 1O) from the smaller chamber located above the flame trap aperture. All engines 12. Clean all parts and examine them for serviceability, particularly the rubber sealing ring(s) and diaphragm Of fitted) . If the rubber parts have covered a high mileage and/or show signs of deterioration, they should be renewed. 13. Assemble the breather housing and fit it to the engine by reversing the dismantling procedure. 5188 E9-2 Section E10 Engine lubrication system Oil pump - To remove (see fig. El 0-1) The operations listed form the basic procedure to be followed . However, minor variations may be encountered due to the specification of the engine. All engines 1. Drive the vehicle onto a ramp and chock the road wheels . 2. Carry out the usual workshop safety precautions . 3. Drain the engine coolant (see Chapter L). 4. Drain the engine oil. 5. Remove the bonnet and radiator grille (see Chapter S). 6. Remove the engine drive belts (see Section El 3). 7. Remove the alternator (see Electrical ManualsTSD 4701 orTSD4848). 8. Remove the o ii cooler pipes (item 1 ) from the lower front cover. 9. Remove the auxiliary cooling fans {see Electrical Manuals-TSD4701 orTSD4848J . 1 0. Remove the refrigeration condenser {see Chapter C). radiator matrix and cowl, viscous coupling, and cooling fan (see Chapter L) . Tu rbocha rg ed engines 11. Remove the large exhaust downtake pipe between the turbocharger and the flexible bellows . Also, remove the large heatsh ield which is secured by setscrews to the turbocharger and the lower front cover. 1 2. Remove the exhaust crossover pipe and heatshield from beneath the sump. 13. Remove the turbocharger oil return pipe to the lower front cover. All engines 1 4. Remove the setscrews retaining the refrigeration compressor mounting bracket to the engine (see Chapter C). Move the compressor and mounting bracket from the vicinity of the coolant pump. 1 5. Remove the air injection pump (if fitted) as described in the Engine Management Systems Manual -TSD4737 . 1 6. Remove the steering pump (see Chapter N). 1 7. Disconnect the engine coolant pipes (including the heater return pipe) from the coolant pump. 1 8. Remove the setscrews securing the thermostat housing to the coolant pump. 1 9. Remove the setscrews securing the coolant pump to the crankcase. Withdraw the coolant pump. 20. Discard the Neoprene seal which fits between the coolant pump and lower front cover. 21. Remove the setscrews from the centre of the crankshaft pulley/damper. Withdraw the pulley/damper assembly. 22. Remove the nut securing the drive flange to the crankshaft. 11188 Printed in England © Rolls-Royce Motor Cars Limited 1 9B8 23. Using extractor RH 9765, withdraw the drive flange. The flange is dowelled to the crankshaft . 24. Ensure that all weight is removed from the engine front mounting foot. Then, remove the setscrews from the engine mounting situated below the lower front cover. 2 5. Disconnect the elect rica I cables from the pressure switch and oil pressure transmitter. Then, remove all the setscrews securing the lower front cover (see inset A). 26. Carefully slide any packing pieces from between the bottom of the lower front cover and the mounting foot. Slightly raise the engine if necessary. Take note of the packing pieces so that they can be returned ta their correct positions . 2 7. Insert a feeler gauge or similar tool between the bottom of the lower cover and the sump gasket. Slowly work the feeler gauge around the joint to 'break' the seal. 28. Withdraw the front cover (the cover is dowelled to the crankcase). Discard the gasket. Remove the oil transfer pipes (item 2) between the front cover and crankcase. Discard the 'O' rings. 29. Remove the oil pipe retaining plug from 'B' bank side of the crankcase. 30. Push the oil pump outlet pipe (item 3) through the crankcase. Then, remove the setscrews securing the pump outlet elbow (item 4) . Discard the gasket from the outlet elbow and the 'O' rings from the outlet pipe. 31. Remove the setscrews (item 5) securing the pump to the crankcase. Then, withdraw the pump together with the dowel inserts (item 6). 32. To remove the oil pump driving gear, refer to Section E5, Crankshaft - To dismantle. Oil pump - To test The pump must be tested on a rig which has a variable orifice so that the oil delivery pressure from the pump can be restricted. The rig should also be able to drive the pump at a controlled speed and be capable of maintaining a constant temperature of 8D°C ( 1 7 6"F) for the du ration of the test. If these facilities are available, the pump should be tested as follows . 1. Drive the pump at 200 rev/min, then adjust the variable orifice until the pump is delivering oil at 1,03 bar ( 1 5 lbf/ in 2 ). With the orifice at this setting the oil pump delivery should be at least 4,55 litres/min (1 gal/min). 2. Maintain the orifice at this setting. Then, increase the speed to 1 500 rev/min, the pump should deliver no less than 9,0 litres/ min (2 gal/min) at 2,89 bar (42 lbf/in'). 3. The relief valve should blow at approximately 2.89 bar (42 lbf/in 2 ). If the performance of the pump does not conform to these figures, proceed as follows. 4. Examine the working faces of the pump cover and if necessary, remove light wear marks by machining . TSO 4700 E10-1 ~ ~ I I Fig. E10-1 E gme . lubrication system components 1/88 E10-2 5. Compare the pump clearance with the figures given Dimensional data. If necessary renew the pump casing and fit a new matched set of gears. 6. If the condition of the pump is poor, the complete pump should be renewed. rn Section E4 - Oil pump - To dismantle (see fig. E10-1) 1. Hold the external driving gear in a suitable fixture, taking care that sufficient protection is provided to ensure that the teeth of the gear are not damaged. 2. Remove the 5plit pin (item 7), nut (item 8). and washer (item 9). securing the driving gear to the driving shaft; carefully withdraw the gear (item 10) using the extractor RH 8141. Remove the Woodruff key (item 11) from the shaft. 3. Unscrew the setscrews, remove the end cover and withdraw the two gears from the casing. Oil pump - To assemble (see fig. El 0-1) 1. Assemble the oil pump by reversing the procedure given for dismantling noting the following. 2. Examine all working parts for wear and inspect the end cover and casing for distortion; renew if necessary. If the end cover is Hghtly scored the marks may be removed by machining. 3. If the drive gear is serviceable. always ensure that it is fitted into position the same way around as it was removed. 4. Check that the end-float in the gears and the backlash between the pump driving gear and driven gear {internal gears) is correct (see Section E4, Dimensional data). 5. Torque tighten the setscrews, nuts, and bolts to the figures specified in Chapter P. Oil pump - To fit (see fig. E1 0-1) 1. Fit the oil pump by reversing the procedure given for removal, noting the following. 2. Always ensure that the oil pump gear is of a different material to the mating gear on the crankshaft. The oil pump gear should be steel and the crankshaft gear bronze. Under no circumstances should gears of like metals be fitted. If a new oil pump driven gear is to be fitted, also fit a new oil pump driving gear to the crankshaft. 3. If the drive gear is serviceable. always ensure that it is fitted into position the same way around as it was removed. 4. Ensure that all setscrews, nuts, and bolts are torque tightened to the figures specified in Chapter P. 5. Ensure that the backlash between the driving gear on the crankshaft and the gear on the pump is correct (refer to Section E4. Dimensional data and figure E 10-2). 6. When fitting the setscrews securing the pump to the engine. ensure that the dowel inserts are fitted to the holes from which they were removed. rings on the oil transfer pipes. 7. Renew the 8. Fit new joints to the lower front cover and the oil pump. If the front cover to sump joint is damaged or fn poor condition it will be necessary to remove the sump to enable a new joint to be fitted. ·o· 1/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 Fig. E10-2 Checking backlash of oil pump gears 9. Set the front engine mounting stop plate gap (refer to Section E12). 10. Fit a new Neoprene seal between the coolant pump casing and the lower front cover; also renew the coolant pump ·o· rings. I 1. Examine all coolant hoses for deterioration and replace any that are considered unserviceable. 12. Ensure that the driving belts are titted and adjusted correctly (refer to Section E13). 13. Fill the engine cooling system with the correct antifreeze mixture (refer to Chapter L). 14. Fill the engine with an approved oil (refer to Engine oil, Sump -To fill). Oil filter canister - To renew (see fig. El 0-1) 1. Drain the oil from the engine by carrying out Operations 1 to 8 inclusive. under the heading Engine oil, Sump - To drain. 2. Position a suitable container beneath the oil filter. 3. Support the filter and unscrew. using a suitable strap spanner. 4. Discard the complete filter canister assembly. 5. Examine the new canister to ensure that it is a suitable approved replacement and that the rubber sealing ring is positioned correctly. 6. lightly smear the sealing ring with clean engine oil. 7. Fit the new canister and tighten. using hand pressure. Oil pressure gauge transmitter and/or pressure switch - To renew (see fig. E10-1) I Carry out the usual workshop safety precautions. 2. Disconnect the electrical cable at the Luca, connection on the transmitter (item 12) and/or pressure switch (item 13). 3. Using the appropriate size spanner, unscrew the unit anti-clockwise. 4. Fit the unit in the reverse order, ensuring the threads are coated with Loctite 572 prior to fitting. TSO 4700 E10-3 Oil thermostat - To renew (see fig. E10-1) The function oft he thermostat (item 14) fitted into the oil filter elbow is to allow oil to flow through the engine oil cooler when it has reached a predetermined temperature. 1. Carry out the usual workshop safety precautions. 2. Unscrew the thermostat from the elbow. 3. Fit the assembly in the reverse order, noting that the sealing washer is in good condition and that the th reads are coated with Loctite 572 prior to fitting. Oil level sender unit - To renew 1. Carry out the usual workshop safety precautions . 2. Drain the engine oil (refer to Sump - To drain). 3. locate the assembly situated in the side of the sump. 4. Remove the heatshield. 5. Disconnect the electrical connection. 6. Remove the setscrews securing the unit in position and collect the washers. 7. Carefully 'free' the joint and withdraw the sender unit. 8. Fit the assembly in the reverse order, noting that the joint faces must always be clean . Always fit a new gasket coated with Wellseal. Ensure that the word 'Top' stamped on the assembly is towards the top of the engine. 9. Fill the sump with oil ( refer to Sump - To fill). Engine oil Sump - To drain 1. Position the car on a ramp and carry out the usual workshop safety precautions. 2. Raise the ramp. 3. Position a suitable container beneath the sump drain plug. 4. Clean the drain plug, sealing washer, and a small area of the sump around the drain hole. 5. Unscrew the drain plug, collect the aluminium sealing washer and allow the oil to drain into the container. 6. Examine the condition of the aluminium sealing washer and renew if necessary. 7. Ensure that the plug and washer seating area on the sump is both clean and dry. 8. Fit the sealing washer and plug to the sump and tighten. 9. Fit a new oil filter canister if necessary by carrying out Operations 2 to 7 inclusive, under the heading Oil filter canister - To renew. Sump - Oil level to check and top-up The vehicle must be standing on level ground and the engine switched off. It is most important that only engine oil of an approved grade and manufacture is used, refer to Chapter D. 1. If the sump has just been filled with fresh oil or if the engine has been switched off, allow at least four minutes for the oil to drain into the sump. 2. Withdraw the engine oil dipstick and wipe it clean. 3. Insert the dipstick into its position. 4. Withdraw the dipstick and read the oil level. Maximum and minimum oil level marks are indicated on the dipstick. 5. Top-up the oil level if necessary, by pouring a small quantity of fresh engine oil through the filler. Do not overfill. 6. After topping-up ensure that the filler cap and bonnet are properly closed. Important Do not operate the engine if the oil level is below the minimum mark on the dipstick. Failure to observe this precaution could result in serious damage to the engine. If the filter canister and/or the sump drain plug have been disturbed, check for oil leaks around the two components, immediately after the engine has been started. Engine oils Prolonged and repeated contact with mineral oil will result in the removal of natural fats from the skin, leading to dryness, irritation, and dermatitis. In addition, used engine oil contains potentially harmful contaminants which may cause skin cancer. Adequate means of skin protection and washing facilities should be provided. For full details on engine oil precautions, reference should be made to Chapter A. Sump- To fill It is most important that only engine oil of an approved grade and manufacture is used, refer to Chapter D. 1. Raise the bonnet and open the filler cap. 2. Pour 8,4 litres (14.7 Imp pt, 17.7 US pt) of fresh approved oil into the system via the filler, 9,4 litres (16.5 Imp pt, 19.8 US pt) if the filter has been changed. 3. Check the oil level. 5188 E10-4 Section E11 Hydraulic pump push rod assemblies Hydraulic pump push rod assembly - To remove (see fig. E11-1 J 1. Carry out the usual workshop safety precautions. 2. Remove either the fuel injection system equipment or turbocharging equipment as applicable (see Engine Management Systems Manual - TSO 4737). 3. Drain the engine coolant {see Chapter L). 4. Depressurize the hydraulic systems and remove the .\'366 Fig. E11-1 Hydraulic pump push rod assemblies 1/88 Printed in England ~ Rolls-Royce Motor Cars Limited 1988 TSD4700 E11-1 ~ ~ hydraulic pumps (see Chapter GJ. 5. Remove the induction manifold. 6. Progressively unscrew the setscrews (item 1) securing the tappet chest cover to the crankcase. The setscrews must be removed progressively, otherwise if the brake pump operating cams are at their peak, distortion could occur to the tappet chest cover. 7. Withdraw the tappet chest cover (item 2). 8. From the underside of the tappet chest cover, bend back the tabs of the lock-washers (item 3). 9. Unscrew the setscrews securing the push rod housings (item 4) to the tappet chest cover. 10. Remove the housings. Collect the shims (item 5) if fitted, as the pump mounting flange (item 6) and push rod housing are detached . Push rod housings - To dismantle and assemble (see fig. E11-1) 1. Slide the push rod (item 8) through the hole in the push rod housing. 2. Press the cam fol lower (item 7) into the cent re chamber of the housing (see inset A). Lift out the cam follower. 3. Discard the 'O" ring {item 9). 4. Examine the components for wear. 5. Clean the groove in the cam follower and fit a new 'O' ring . 6. Wash all components in dean paraffin. 7. Assemble the components by reversing the dismantling procedure. housing and flange, together with the shim(s). 1 2. Care should be taken to ensure that no dirt or other foreign matter is allowed to come into contact with the exposed components, especially the eccentrics or the cam face of the followers. 13. Add or subtract the necessary shim washers . 14. Fit the push rod housing, shims, and pump mounting flange to the tappet chest cover. 1 5. Fit the push rod. 16. Temporarily fit the tappet chest cover assembly to the crankcase. Using a depth micrometer, confirm that the dimension from the pump mounting flange to the top face of the push rod (item 10) is correct, refer to Section E4, Dimensional data. 1 7. When the dimension from the pump mounting flange to the top face of the push rod is correct, remove the tappet chest cover. Then, secure the retaining setscrews with the tabs of the lock-washers. Fit the cover as described in Section E7. 1 8. Fit the hydraulic pump(s) as described in Chapter G. Hydraulic pump push rod assembly-To fit (see fig. E11-1) 1. Ensure that all components are clean, particularly the mating faces of the tappet chest cover and the crankcase. 2. Fit the push rod housing assem b Ii es to the underside of the cover. 3. Fit the pump mounting flange and shim{s) on top of the cover and secure in position with setscrews and lockwashers. 4. To check that the push rods are correctly set, rotate the camshaft until both hydraulic pump eccentrics are at bottom dead centre (bdc) . 5. Temporarily fit the tappet cover and progressively tighten the setscrews. 6. Rotate the engine to find the exact bdc position of the hydraulic pump push rod. 7. Using a depth micrometer placed across the pump mounting flange, measure the dimension to the top of the push rod (see item 1 0) . This dimension should be between the figures quoted in Section E4, Dimensional data. 8. If the di mens ion is in correct it wi 11 be necessary to alter the shims under the pump mounting flange. The shims are available in three sizes, refer to Section E4, Dimensional data. 9. To alter the number of shims, carry out the following operations. 10. Remove the tappet chest cover. 11. Remove the setscrews securing the push rod housing to the pump mounting flange. Remove the 9/90 E11-2 Section E12 Engine removal and installation This section describes the removal of the engine through the bonnet aperture. Deta i Is for the removal of the engine, torque converter transmission, and front subframe as one unit from beneath the car, are given in Chapter H. The operations listed in this section are the basic steps to be followed when removing the engine. The sequence of operations may vary s Iig htly dependent upon the specification of the vehicle. Thereto re, it is a Iways advisab Ie to check th at a 11 cab I es, Iooms, pipes, etc., have been disconnected before lifting the engine out of the vehicle. Engine- To remove (see figs. E12-1 and E12-2) 1. Drive the car onto a ramp. 2. 3. 4. 5. Carry out the usual workshop safety precautions . Chock both the front and rear road wheels. Disconnect the battery. Raise the bonnet and ensure that the wing covers RH 2684 and liners RH 2685 are fitted. 6. Remove the bonnet {see Chapter S). 7. Drain the engine cooling system (see Chapter L). 8. Depressurize the hydraulic systems (see Chapter G). 9. Drain the engine oil (see Section E10). Disconnect the oi I cooler pipes from the filter el bow. Allow any oil to drain into a container and then blank off the pipe ends. 10. Discharge the air conditioning system refrigerant (see ChapterC) . 11. Remove the speed control system actuator. 12. Remove the top and bottom radiator hoses and blank the open connections. 13. Remove the engine fan assembly. Then, remove the radiator and cowl assembly (see Chapter L). 14. Disconnect the heater tap feed and return hoses from the engine. On 1989 model year cars, also disconnect the coo Iant expansion bottle return hose. 15. Disconnect the refrigerant pipes from the rear of the compressor. 16. Remove the air intake trunking. On cars fitted with an exhaust emission control system, also remove the air injection hose to the airfilter housing. On 1989 model year turbocharged ca rs, disconnect the turbocharger to intercooler duct. 17. Fit a clamp to the feed hose from the steering system remote reservoir. Disconnect the steering pump and steering rack to o i I cooler hoses. Al Iow the o ii to drain into a container and then blank the connections. 18. Disconnect and remove the exhaust gas recirculation {EGA) feed pipe (iffitted). 19. Support the weight ofthe rear section of the exhaust system. Remove the front section of the exhaust system and down take pipes (see Ch apter Q). 0 n turbocharged ca rs, remove the exhaust connecting pipe between 'A' and 'B' bank manifolds. 11/ 88 Printed in England © Rolls-Royce Motor Cars Limited 1988 20. Depressurize the fuel system. Then, disconnect the body to engine fuel hoses. Al so, the fue I evaporative control canister hose, if applicable. 21. Clamp the hydraulic system reservoir to brake pump hoses to prevent reservoir drainage. Then, disconnect the hoses from the pump in let pipes . Fit blanks to the open connections. 22. Remove the starter motor (see Electrical ManualsTSO 4701 or TS D 4848). 23. Position a jack under the rear of the engine sump. Place a piece of wood between the head of the jack and the sump. Take the weight of the engine. 24. On left-hand drive cars, remove the throttle linkage cross-shaft. 25. Remove the torque converter tra nsm issio n (see ChapterT). 26. On four door cars only, disconnect the small dampers (adjacentto the engine rear mounts) from the transmission adapter plate. 27 . Disconnect the accumulator to body hoses. On turbocharged cars, these hoses are situated on the lefthand side ofthe engine compartment. 28. Temporarily clamp the two accumulator low pressure return to reservoir hoses. Detach the hoses and suitably blank the open ends. 29. Disconnect the accelerator Ii n ka g e at the Iong rod and detach the i so lato r trapeze from the body. 30. Disconnect all the relevant electrical connections and clipping points on either side of the engine (see figs. E12-1 andE12-2). On turbocharged cars, remove the left-hand front side/position Iamp. Then, disconnect the boost control electronic control unit/knock sensor (ECU) (see inset C) . Also, on cars prior to 1989 model year, disconnect the ignition and fuel injection electronic control units (ECU) situated beneath the facia in the right-hand footwell area. Remove the engine closing plate on the bulkhead and pull the two plugs removed, through to the engine compartment. 31. Detach the electrical connections to the ignition coil(s) and distributor(s). 32. To lift the engine, fit slings around the front and rear of the engine. Ensure that the front sling is not positioned under the front pulley. Using the special lifting sling RH 9732, connect the front and rear slings to an overhead hoist. 33. Take the weight of the engine. 34. Disconnect the front and rear engine mounts. 35. Ch eek to ensure that no cables, pipes, etc., remain connected to the engine. 36. Carefully Iift the engine and then move slightly forward, ensuring that it does not foul any point of the engine compartment. 37. Continue to lift the engine out of the vehicle. Once it is clear, lower it down onto a suitable stand and secure it in the upright position . TSO 4700 E12-1 ' I I 11 I, f I fl // J'i Ji A23SJ C I .I I I A1884 ------ B Fig. E12-1 A B C A235~ Electrical disconnection points (Cars prior to 1989 model year} Valance to engine loom connections (All cars) D lg n ition amplifier connections (Turbocharged ca rs only) E Electronic control unit connections (Turbocharged Valance to engine loom connections (Al I cars} Boost control ECU (Turbocharged cars only) cars only) 11/88 E12-2 .I "' 'I\ \ I Ij ...., ..__ 11 I I Al801 I } C ( A l 884 ' ft> if! / . '""' - ~ ::..------ .";;: \\ 0 - a--- A2803 Fig. E12·2 Electrical disconnection points (1989 model year cars) A Valance to engine loom connections and D Ignition amplifier and coil connections (Turbocharged cars only) relay mounts (All cars) E Electronic control unit and valance to engine loom B Valance to engine loom connections (All cars) C Boost control ECU (Turbocharged cars only} connections (Turbocharged cars only) 11/88 Printed in England €> Rolls-Royce Motor Cars Limited 1988 TSO 4700 E12-3 Engine-To fit (see figs. E12-1 and E12-2) Fit the engine by reversing the procedure given for removal, noting the following. 1. When lowering the engine into position, ensure that the flywheel assembly and rear of the engine do not become trapped against the rear crossmember of the sub-frame. 2. With the front engine mounting setscrews slack, adjust the position of the engine mounting stop plate so that there is a gap of between 1,52 mm and 2,28 mm (0.060 in and 0.090 in), between the bonded rubber strip on the stop plate and the crossmember bracket (see fig. E12-3). The stop plate has elongated holes to allow adjustment. On 1989 model year cars. the dista nee between the engine roll stop plate and buffer on each rear engine mount must be set to between 4,0 mm and 5,5 mm 10.158 in and 0.216 in). To carry out this operation, first slacken the top securing bolts on the mount to be adjusted. Using a soft metal drift, carefully tap the top plate of the mount until the correct setting is obtained (see fig. E12-4). Then, torque tighten the bolts. 3. On four door cars only, when fitting the small dampers adjacent to the rear engine mounts, the damper rods should point downwards. Fit the two tapered rubbers either side of the engine mounting plate bracket with the taper pointing downwards and the large cup washer on top. The two smaller cup washers and rubbers fit on each side of the sub-frame bracket. 4. On turbocharged cars prior to 1989 model year, reseal the bulkhead closing plates with Butyl strip sealant after the two ECU connections have been made in the right-hand footwell area. 5 . • Connect all pipes, hoses, and cables as described in the relevant chapters. 6. Fil I al I necessary systems as described in the relevant chapters. 7. Immediately the engine starts, inspect for obvious leaks. Then, whilst the engine is warming-up carry out a more detailed inspection for leaks. 8. When the engine is at normal operating temperature, check all fluid levels and correct as necessary. 9. Road test the car and carry out any adjustments as necessary. Fig. E12-3 Engine front mount stop plate gap .,~· 1 ' , Fig. E12-4 Rear engine mountsetting (1989 model year cars} A 4,0 mm to 5,5 mm (0.158 in to 0.216 in) 11/88 E12-4 ~ ~ Section E13 Engine drive belts Before commencing to adjust the drive belts, inspect them for signs of wear or cracking. Any belts found to be unsatisfactory, should be renewed. If after adjustment, a matched pair of belts have a marked variation in tension, a new pair should be fitted. Always renew both belts in a matched pair, even if only one belt is faulty. Three belt tension loads are specified; a new belt load for replacement (new) belts, a retensioning load for belts which are satisfactory for further service, and a minimum acceptable load, below which the belt should be retensioned. The belt tension must be checked at a point midway between two pulleys (see fig. E13-1), using the Atlas Copco belt tensometer. RH 1221 1. Belt dressing must not be applied to prevent belt slip. Belt tension - To check 1. Ensure that the usual workshop safety precautions are carried out. 2. Ensure that the engine is cold (a warm engine will return a slightly higher belt tension reading). 3. Examine the back of the belt around the mid way point of the span. If any irregularities are found, caused by a join in the fibres. etc., then rotate the engine until the area of belt is acceptable. 4. Belt tension readings should always be taken on one belt only. Therefore, when measuring twin belts the belt blocker should be fitted prior to using the tensometer (see fig. E13-2). 5. Open the jaws of the clamping unit by applying pressure at the two points indicated by the arrows in figure E 13-2. 6. Position the clamping unit at a point midway between pulleys. Release the pressure from the unit. 7. Adjust the small Allen screw on the clamping unit until the unit will only just slide along the belt. 8. Squeeze the trigger on the hand held gauge. The reading displayed on the gauge when the red lamp illuminates, is the belt tension. Repeat this procedure until the readings are consistent. Note this final figure. 9. Remove the clamping unit from the belt. 10. Rotate the engine. 11. Repeat Operations 5 to 8 inclusive. The average of the two noted readings is the drive belt tension. Fig. E13-1 Engine drive belt adjustment and tension checking points Note If the two readings vary by more than 45 N ( 10 lbf), take a third reading a her again rotating the engine. Discard the exceptional value and average the two remaining readings. 12. If necessary, adjust the belt tension as described under the relevant heading. Note Do not adjust the drive belt tension unless it has fallen below the minimum acceptable load. 2/89 Printed in England ~ Rolls-Royce Motor Cars Limited 1989 Fig. E13-2 Clamping unit in position A Belt blocker TSO 4700 E13-1 Drive belts - To renew 1. Release the tension from the particular belt(s) and remove the belt(s) from the pulleys. Always ensure that the correct approved replacement is obtained and fitted. 2. Inspect the pulleys and pulley grooves. 3. Before fitting the belts always ensure that they are in good condition with no marked variation in size. Crankshaft to coolant pump/steering pump The belt tension meter reading should be as follows New belt load 400 N to 450 N (90 lbf to 100 lbf) Retensioning load 360 N to 400 N (80 lbf to 90 lbf) Minimum acceptable 250 N (55 lbf) load 1. The tension of th is matched pair of belts is adjusted by altering the position of the steering pump. 2. Slacken the setscrew securing the steering pump mounting bracket pivot and the clamping setscrew on the belt tensioner situated below the steering pump. 3. Carefully adjust the tensioner until the correct bett tension is attained. 4. When the belt tension is correct. tighten the tensioner clamp and mounting bracket pivot setscrews. 5. If the alternator belt is to be adjusted the mounting bracket pivot setscrew can remain slack until adjustment has been carried out. 6. Ensure the belt tension is still correct when the steering pump is fully secured. Crankshaft to coolant pump/alternator The belt tension meter reading should be as follows New belt load 400 N to 450 N (90 lbf to 100 lbf) Retensioning load 360 N to 400 N (80 lbf to 90 lbf) Minimum acceptable load 250 N (55 lbf) 1. The belt tension is adjusted by altering the position of the alternator. 2. Slacken the alternator mounting setscrew and the clamping setscrew on the belt tensioner situated above the alternator. 3. Carefully adjust the tensioner until the correct belt tension is attained. 4. When the belt tension is correct, tighten the belt tensioner clamping setscrew and alternator mounting setscrew. 5. Ensure the belt tension is still correct when the alternator is fully secured. Crankshaft to refrigeration compressor The belt tension meter reading should be as follows New belt load 400 N to 450 N (90 lbfto 100 lbfl Retensioning load 360 N to 400 N (80 lbf to 90 lbf) Minimum acceptable 250 N (55 lbf) load 1. The belt tension is adjusted by altering the position of the refrigeration compressor. 2. Slacken the compressor pivot bolts at the front and the rear of the compressor and the belt tensioner clamping setscrew. 3. Carefully adjust the tensioner until the correct belt tension is attained. 4. When the belt tension is correct. tighten the belt tensioner clam ping setscrew and the compressor pivot bolts. 5. Ensure the belt tension is still correct when the compressor is fully secured. Note If the engine is fitted with an air injection pump, it will be necessary to release the tension of its drive belt as the tension will be affected by the adjustment of the refrigeration compressor. The belt should be retensioned as described under Air pump to refrigeration compressor, when adjustment of the refrigeration compressor belt has been completed. Air pump to refrigeration compressor The belt tension meter reading should be as follows New belt load 250 N to 300 N (55 lbf to 65 Ibf} Retensioning load 250 N to 300 N (55 lbf to 65 lbf) Minimum acceptable 200 N (40 lbf) load 1. The belt tension is adjusted by altering the position of the air pump. 2. Slacken the air pump pivot setscrew and the belt tensioner clamping setscrew. 3. Carefully adjust the tensioner until the correct belt tension is attained. 4. When the belt tension is correct, tighten the belt tensioner clamping setscrew and the air pump pivot setscrew. 5. Ensure the belt tension is still correct when the air pump is fully secured. Fig. E13·3 Checking a belt tension 2/89 E13-2 ~ ~ Section E14 Fault diagnosis Symptoms 1. Engine fails to start (starter motor inoperative) Possible cause 1. {a) Battery master switch in OFF position (cars other than those conforming to a West German specification}. (bl Gear range selector out of neutral or park position. (c) Ignition fuse blown. (d) Battery discharged. (e) Break or high resistance in battery connections and starter relay connections. (f) Aux i Ii ary starter relay faulty (if fitted)_ (g) Faulty starter motor. 2. Engine fails to start (starter motor operates but fails to turn engine) 2. (a) (b) 3. Engine fails to fire 3. (a) Battery discharged. Faulty starter motor circuit (refer to Electrical Man ua Is - TS D 4701 or TSD 4B4B). (c) Faulty starter motor. (d) Faulty starter so Ienoid (refer to Electrical Manuals-TSD4701 orTSD4B48). (b) (c) (d) No fuel delivered to engine (refer to Engine Management Systems Manual - TSD 4737). Faulty ignition system (refer to Engine Management Systems Man ua I - TS D 4 7 3 7). Excess fuel in engine (refer to Engine Management Systems Manual - TSD 4737). Incorrect metering of fuel (refer to Engine Management Systems Manual - TSD 4 7 37 ). 4. Poor engine idling 4. Incorrect metering of fuel (refer to Engine Management Systems Manual - TSD 4737). (bl Incorrect ignition timing (refer to Engine Management Systems Manual - TSO 4 7 37 ). le) Air leaks in induction system (refer to Engine Management Systems Manual - TSD 4737). (d) Incorrect idle speed (refer to Engine Management Systems Man ua I - TS D 4 7 3 7) _ (e) Air leaks in exhaust system (refer to Chapter Q and Engine Management Systems Manual TSD 4737)_ 5. Incorrect engine idle speed 5. Incorrect metering of fuel (refer to Engine Management Systems Manual -TSD 4737). (bl Throttle controls sticking (refer to Engine Management Systems Manual - TSO 4737). (cl Incorrect setting of throttle body air by-pass screw (refer to Engine Management Systems Manual - TSD 4737). (di Air leaks in induction system (refer to Engine Management Systems Manual - TSD 4 7 37). le) Faulty id le speed control solenoid (refer to Engine Management Systems Manual TSD 4737). 11188 Printed in England © Rolls-Royce Motor Cars Limited 1988 (a) (a) TSO 4700 E14-1 Symptoms Possible cause 6. 6. Irregular running (a) Faulty sparking plug(s). Faulty ignition system (refer to Engine Management Systems Manual - TSD 4737). (cl Air leaks in induction system (refer to Engine Management Systems Manual - TSD 4737). (d) Air leaks in exhaust system (refer to Chapter Q and Engine Management Systems Manual TSD 4737). le) Incorrect metering of fuel (refer to Engine Management Systems Manual - TSD 4737). {fl Inlet and exhaust valves not seating correctly (refer to Section ES). Examine valve seats and springs. (g) Defective cylinder head gasket(s) {refer to Section ES). Examine cylinder head gasket(s). (b) 7. Loss of power 7. (a) (bl Faulty sparking plug (s). Faulty ignition system (refer to Engine Management Systems Manual - TSD 4 7 37). (cl Air leaks in induction system (refer to Engine Management Systems Manual - TSD 4 7 37 ). Id) Air leaks in exhaust system (refer to Chapter Q and Engine Management Systems Manual TSD 4737). {e) 8 locked or obstructed air intake filter (refer to Engine Management Systems Manual - TSD 4737). (f) Incorrect metering of fuel (refer to Engine Management Systems Manual - TSD 4737). (g) Throttle linkage sticking or incorrectly adjusted (refer to Engine Management Systems Manual - TSO 4 7 37 ). (h) Worn, burnt, or sticking valves. Broken or weak valve springs (refer to Section ES). Ii) Defective cylinder head gasket{s) (refer to Section ES)_ 8. Engine 'spits back' 8. (a) Incorrect metering of fuel (refer to Engine Management Systems Manual - TSO 4737). (b) In let va Ives not seating correctly {refer to Section ES). (c) Incorrect grade of fuel. (d) Air leaks in induction system (refer to Engine Management Systems Manual TSD 4737). (e) Faulty ignition system Irefer to Engine Management Systems Manual - TSD 4737). (fl Heavily carboned engine (refer to Section ES). 9. Engine 'runs on' 9 (a) (b) Engine overheating. Faulty ignition timing (refer to Engine Management Systems Manual - TSO 4737). (c) In correct metering of fuel (refer to Engine Management Systems Manual - TSD 4737). (d) Incorrect idle speed. (e) Throttle controls sticking (refer to Engine Management Systems Manual - TSO 4737). 2/88 E14-2 ~ ~ Symptoms 1 0. Detonations in silencer Possible cause 10. (a) Incorrect metering of fuel (refer to Engine Management Systems Manual - TSO 4737). (bl Faulty ignition system (refer to Engine Management Systems Manual - TSD 4737). (c) Air leaks in exhaust system (refer to Chapter Q and Engine Management Systems Manual TSD 4737). (d) Exhaust valve(s) sticking (refer to Section EB). 1 1. Overheating 11. (a) loss of coolant. (b) Faulty thermostat. (c) Broken or slipping drive belts. (d) Faulty coolant pump. (e) Weak fuel/air milC1.ure. If) Inadequate engine lubrication. (g) Faulty ignition system (refer to Engine Management Systems Manual - TSD 4737). (h) Blocked cooling system. (i) Restricted air flow through matrix. 12. Low oil pressure 12. (a) Inadequate oil supply. (b) Low oil level in sump (see Section El 0). (cl Defective oil pressure gauge. {d) Worn or defective oil pump (see Section El 0) (el Blocked oil pick-up strainer. (f) Defective seal(s) on oil pick-up assembly. (g) Defective seal(s) in main oil galleries (core plugs). (hi Engine overheating. (i) Wrong specification oil (too thin). or water in oil. 13. Excessive fuel consumption 13. (a) (b) (c) (d) (e} (f) 2/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 leaks from fuel system. Incorrect metering of fuel (refer to Engine Management Systems Manual TSD 4737). Blocked air cleaner filter (refer to Engine Management Systems Manual TSD 4737). Faulty lgnition system (refer to Engine Management Systems Manual - TSO 4737) Loss of engine cylinder compression. Cylinder head gasket(s) leaking. TSD 4700 E14-3 ~ ~ Section E15 Special torque tightening figures Introduction This section contains the special torque tightening figures applicable to Chapter E. For the standard torque tightening figures refer to Chapter P. Section E5 to E10 Components used during the manufacture of the vehicle have different thread formations {Metric, UN F, UNC, etc.}. Therefore, when fitting nuts, bolts, and setscrews it is impor1ant to ensure that the correct type and size of thread formation is used. Nm kgfm lbf ft Setscrew- Main bearing cap 79- 84 8,0-8,5 58-62 Setscrew-Cross-bolting beam 52-56 5,3-5,8 38-42 Ref. Component 2 3 Nut-Big end See Section E6 Castellated nut - Oil pump intake strainer 3 0,3 24-30 lbf in 5 Setscrew-Camshaft gear 22-24 2,3-2.4 16-18 6 Serrated nut- Crankshaft pinion (LH thread) 489-596 50-60 360-440 7 Setscrew-Tappet block 11-13 1,1-1,3 8-10 8 Setscrew- Distributor clamp plate Naturally aspirated engines Finger tight, plus half a turn 4 9 Setscrew- Drive pl ate to crankshaft 40-43 4,0-4.4 29-32 A241ti 2/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 TSO 4700 E1 5-1 I ..... , - Nm kgfm lbfft Lock-nut -Alternator pulley 55-57 5,5-5,8 40-42 Nut-Crankshaft pulley/damper 489-596 50-60 360-440 12 Stud- Cran ks haft 305-373 31-38 225-275 13 Cap nut- Rocker cover 4 0,4 30-35 Ref. Component 10 11 lbfin Setscrew- Rocker shaft pedestal 11 -13 1,1-1,3 8-10 15 Sparking plug 25-30 2,5-3,0 18-22 16 Setscrew-Oil level indicator 2 0,2 14 20-22 lbfin 17 18 19 20 - \/ - ,\'.!i o~ ~ ·. l !°'- -·@ 1 ~CJ:>1 ~~ • • .I ~ • o ~ '' 'G - iZ,i1 .! I ~ 1~- !:I • ,'I\ ~ I, l!r Setscrew (2 off}- Exhaust manifold (A3 and A4 lower) Naturally aspirated engines 19-21 2,0-2,2 14- 16 32-33 3,2-3,4 23-25 19-21 2,0-2,2 14-16 Nut-Cylinder head Stage 1 Initial tightening 28-33 2,8-3,4 20-25 Stage2 Final tightening 68-74 7,0- 7,6 50-55 Setscrew (14 off}- Exhaust manifold Setscrew (16 off) - Exhaust manifold Turbocharged engines Tighten1 ng s<~quence 11/88 E15-2 I I ~ Ref. Component ~ ~ ~ f -,·, A €.»® l§J :·o~ e ....~- , ~·~ ;:I ' • ., ~ ~~ (. G ~~ Nm kgfm lbfft 21 Core plug-brass 34-40 3,5-4,1 25-30 22 Core plug-aluminium 82-88 8,3-8,9 60-65 23 Core plug -aluminium 55-61 5,6-6,2 40-45 24 Plug- Bobbin retaining 68-74 7,0-7,6 50-55 ~@-,,/~- · ~ f.~~~.c, ~~. ~ ~Xf ~~,' llivw .,./ rt ·~ · ~ , ·~ , ! ~ "\ ·~ ~? f>f) ()\ < !, ' . ,,. '~: IJj) (II C A2420 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 1'504700 E15-3 Section El 6 Workshop tools RH 2684 Wing cover set RH 2685 Wing cover liners RH7094 Valve spring compressor RH7095 Extractor- cylinder Iiner RH7126 Spanner-cylinder head nuts RH7207 Extraction and insertion too I - in Iet and exhaust valve guides RH7208 Extractor- main bearing caps (Cars prior to 1989 model year) RH7498 Extractor attachment- main bearing caps RH 7825 Reamer - inlet and exhaust valve guides RH7827 Tipped reamer-inlet and exhaust valve guides RH8141 Extractor- oi I pump driven gear RH9646 Insertion tool-crankshaft rear seal RH9655 Protective sleeve - crankshaft rear seal RH 9732 Engine lifting sling RH9765 Extractor -front pulley driving flange RH 12054 Extractor and fitting tool - era n ksh aft front end stud RH 12055 Spanner- era nkshaft serrated nut RH 12211 Tensometer - engine drive belts 2/89 TSD 4700 Printed in England © Rolls- Royce Motor Cars Limited 1989 E16-1 Chapter F Propeller shaft Contents Sections Rolls-Royce Silver Silver Corniche Corniche II Bentley Eight Mulsanne Turbo R Continental Spirit Spur F1 F2 F1 F2 Fl F2 F1 F2 F1 F2 F1 F2 Fl F1 Propeller shaft F2 F2 Specialtorquetightening figures F3 F3 F3 F3 F3 F3 F3 F3 Contents and issue record sheet 3/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSO 4700 F1-1 ~ ~ Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections Page No. I F1 1 2 3 4 5 6 7 8 3/87 3/87 I F2 I 3/87 3/87 3/87 3/87 I F3 3/87 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 3/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD 4700 F1-3 Section F2 Propeller shaft Introduction Two types of propeller shaft are fitted dependent upon the specification of the car. A single piece type is fitted to Bentley Turbo R cars, and a rubber jointed type is fitted to cars other than Bentley Turbo R. The single piece propeller shaft incorporates universal joints, fitted onto each end of the shaft. The complete assembly is dynamically balanced to 0, 14g mm (0.125 oz·in) at a speed of 3000 rev/min. If the propeller shaft assembly is dismantled and new universal joints fitted, the shaft should be rebalanced after assembly. If required, a fully balanced assembly can be obtained as a service exchange unit. The rubber jointed type propeller shaft has a rubber fie xi ble coupling fitted to each end of the shaft, together with a spigot flange. The spigot flange fits into a centralizing bush/lip seal. This seal is an interference fit in the shaft. This propeller shaft is balanced prior to assembly to 0, 14g mm (0.125 oz in) at a speed of 3000 rev/min, without the flexible rubber coupling arrangement fined. The transmission output flange and final drive pinion flange vary, dependent upon which type of propeller shaft is fined. Single piece propeller shaft Propeller shaft- To remove 1. Drive the car onto a ramp and carry out the usual workshop safety precautions. 2. On cars conforming to a Japanese specification, remove the exhaust system grass-fire shields from around the catalyst area. 3. Support the weight of the exhaust system rearward of the front silencer/catalyst assembly. Remove the rubber hangers from the front support bracket. 4. Remove the mounting bolts securing the exhaust front mounting bracket to the centre crossmem ber. 5. Ensure that the parking brake is in the ott position. 6. Unhook the parking brake return spring from the operating lever. 7. Remove the bolts securing the rear brake cables abutment bracket to the body. 8. On Corniche/Continental cars remove the nuts and bolts securing the transmission tunnel strengthening plate. 9. Remove the securing bolts from both sides of the centre body crossmember section and free the assembly. The centre section, together with the parking brake pivot mounting brackets and lever should be moved to the side of the car, but must be suitably supported to avoid strain or kinking of the parking brake cables. Under no circumstances should 3187 Printed in England © Rolls·Royce Motor Cars Limited 1987 Fig. F2-1 Centre crossmember and perking brake linlcege 1 Propeller shaft flange bolts 2 Removable centre body crossmember 3 Return spring 4 Abutment bracket - rear cables 5 Operating lever 6 Mounting bracket - front cable the centre body crossmember be allowed to hang on the parking brake cables. 10. Switch on the ignition and move the gear range selector lever to the neutral position. Switch off the ignition. 11. Raise a rear wheel of the car to enable the propeller shaft to be turned. 12. Correlate the propeller shaft flanges to the final drive pinion flange and the transmision output flange. 13. Support the propeller shaft and remove the nuts and bolts from the front and rear flanges. 14. Remove the propeller shaft by lowering the front end, and then lift the shaft forward and downward through the rear crossmember aperture. Universal joint- To dismantle (see fig. F2-2) If a universal joint cannot be serviced, it must be dismantled and a new joint fitted. TSD 4700 F2-1 1. Clean and remove any paint, undersea!, etc., from the yoke eyes. 2. Correlate the flanged yokes to the shaft. 3. Remove the circlips retaining the needle roller bearings. 4. Using a nylon mallet. tap the yoke until the bearing races are driven out of the yoke eyes. Ll I J I 8 7 6 \I 4 s:gg Fig. F2-2 Single piece propeller shaft universal joint 1 Needle roller bearings 2 Yoke 3 Centre tube 4 Balance weight 5 Circlip 6 Bearing retainer 7 Rubber seal 8 Cruciform Universal joint - To assemble 1. Insert the crosspiece and seals into the yoke eyes. Hold the crosspiece centrally, then carefully press the needle roller bearing assemblies into the yoke eyes, until it is possible to fit the circlips. If this is found ditticult to accomplish due to pressurization, release the grease nipple situated between two of the crosspiece trunnions, thus allowing the trapped air to bleed. 2. Fit the circlips, ensuring that the end-float between the yoke and circlips is zero to 0,025mm (zero to 0.001 in). 3. If necessary, tighten the grease nipples. Propeller shaft - To fit Reverse the procedure given for removal noting the following. 1. The joint faces must be clean and free from damage. Torque tighten the flange bolts to the figures quoted in Section F3. 5 6 I Fig. F2-3 1 2 3 Propeller shaft/rubber flexible couplings-Gearbox and final drive Output flange - Gearbox 4 Rubber flexible coupling Spigot flange 5 Propeller shaft Durlok bolt 6 Pinion drive flange - Final drive 3187 F2-2 1 Fig. F2·4 1 2 3 Propeller shaft/rubber flexible couplings- Gearbox and final drive Output flange - Gearbox 4 Durlok nut Spigot flange 5 Durlok bolt Rubber flexible coupling 6 Pinion drive flange - Final drive Note Two types of securing bolts are fitted. The later type (Durlok) are black in colour and have serrations under the head to stop anti-clockwise rotation. Therefore, ensure that the correct torque tightening figures are used. All other nuts and bolts must be torque tightened in accordance with the figures quoted in Chapter P. 2. Reference should be made to Chapter 0, before fitting the exhaust system components. 3. Check the parking brake operation and adjust if necessary (see Chapter G). 1 \ \ \J Rubber jointed type propeller shaft Propeller shaft- To remove 1. Carry out Operations 1 to 11 inclusive as described under the heading Propeller shaft - To remove (Single piece propeller shaft}. 2. Correlate the propeller shaft rubber flexible couplings/spigot flanges to the final drive pinion flange and to the transmission output flange. 3. Support the propeller shaft and remove the Durlok nuts and bolts from the final drive and transmission coupling flanges. 4. Unscrew the Durlok nuts and bolts securing the rubber coupling to the rear end of the propeller shaft. Then, carefully remove the spigot flange and rubber coupling. 5. Remove the propeller shaft by lowering the front end. Then, lift the shaft forward and downward through the rear crossmember aperture. 6. If necessary, unscrew the nuts and bolts securing the rubber coupling to the front end of the propeller shaft and carefully remove the spigot flange and rubber coupling. Centring bush/lip seal{s)- To renew 1. Remove the propeller shaft as described under the heading Propeller shaft- To remove (Rubber jointed type). 3/87 Printed in England ,g, Rolls-Royce Motor Cars Limited 1987 A198S Fig. F2-5 1 Propeller shaft, centring bush/lip seal assembly (Flexible coupling) Centring bush/lip seal 2. Fill the centring bush with as much grease as possible. 3. Using a soft headed mallet, drive the spigot flange into the centring bush. The grease will then force the centring bush from the end of the sh aft. 4. Remove the grease from the end of the propeller shaft. 5. Fit a new centring bush/lip seal, noting that it must be an interference fit in the end of the propeller shaft. When fitting the bush/seal ensure that the lip portion of the seal is on the outside of the shaft as shown in figure F2-5. TSD4700 F2-3 6. Apply 5 ml (0. 175 fl oz) of Shell Retinax A grease or its equivalent to the bush/seal. 7. Fit the propel Ier sh aft as described under the heading Propeller shaft - To fit {Rubber jointed type). Propeller shaft- To fit Reverse the procedure given for removal noting the following. 1. Durlok nuts and bolts have serrations under the heads which act as a ratchet to eliminate anticlockwise rotation . Therefore, inspect all faces for damage and rectify as necessary. 2. If removed, fit the front spigot flange together with the rubber coupling to the propeller shaft, prior to fitting the shaft to the car. Ensure that the spigot flange registers correctly in the mating flange counterbore. Align the rubber coupling to the propeller shaft ensuring that the arrows moulded into the circumference of the coupling are positioned as shown in figure F2-4. Fit the bolts through the rubber coupling into the propeller shaft ensuring that they are inserted in the direction of the arrows. It is recommended that before securing the bo Its to the propeller shaft that the remaining bolts are fitted through the rubber coupling. Ensure that these bolts are a1so fitted in the direction of the arrows. Smear a small amount of grease onto the spigot locating pin prior to fitting the spigot flange to the propeller shaft. 3. When fitting the propel !er shaft to the car, fit the rear spigot flange/rubber coupling in the same manner as that described for the front spigot flange/ rubber coupling (see Operation 2) . 4. Al I joint faces must be clean and free from damage. Torque tighten the Du rlok nuts and bolts to the figures quoted in Section F3. All other nuts and bolts must be torque tightened in accordance with the figures quoted in Chapter P. 5. Reference should be made to Chapter 0, before fitting the exhaust system components. 6. Check the parking brake operation and adjust if necessary (see Chapter G) . 3/87 F2-4 Section F3 Special torque tightening figures Introduction This section contains the special torque tightening figures applicable to Chapter F. For standard torque tightening figures refer to Chapter P. Section F2 Components used during manufacture of the vehicle have different thread formations (Metric, UNF, UNC, etc.). Therefore, when fitting nuts, bolts, and setscrews it is important to ensure that the correct type and size of thread formation is used. Nm kgfm lbfft 89-94 8,9-9,6 65-70 Single piece propeller shaft coupling - nut (Early cars) 57-61 5,8-6,2 42-45 Durlok nut-front - rear 129-135 82-88 13, 1-13,8 8,3-8,9 95-100 60-65 Ref. Component Flexible rubber coupling assembly- Durlok nut 2 3/87 Printed in Engl,md © Rolls-Royce Motor Cars Limited 1987 TSO 4700 F3-1 Chapter G Hydraulic systems Contents Sections Rolls-Royce Silver Silver Spirit Spur Corniche/ Corniche II Bentley Mulsanne/ Turbo R Eight Mulsanne S Continental Contents and issue record sheets G1 G1 G1 G1 G1 G1 G1 Introduction G2 G2 G2 G2 G2 G2 G2 Special precautions (including system contamination test procedure) G3 G3 G3 G3 G3 G3 G3 Hydraulic ··system pipework G4 G4 G4 G4 G4 G4 G4 Bleeding the hydraulic systems G5 G5 G5 G5 G5 G5 G5 Anti-lock braking system G6 G6 G6 G6 G6 G6 G6 Hydraulic mineral oil reservoirs G7 G7 G7 G7 G7 G7 G7 Hydraulic pumps GB G8 GB GB GB GB GB Hydraulic accumulators G9 G9 G9 G9 G9 G9 G9 Deceleration conscious pressure limiting valve G10 G10 G10 G10 G10 G10 G10 Brake distribution valves G11 G11 G11 G11 G11 G11 G11 Brake actuation linkage assembly G12 G12 G12 G12 G12 G12 G12 Priority valve G13 G13 G13 G13 G13 G13 G13 Pressure switches G14 G14 G14 G14 G14 G14 G14 Levelling valve G15 G15 G15 G15 G15 G15 G15 Filter block. assembly and restrictors G16 G16 G16 G16 G16 G16 G16 Minimum pressure valve G17 G17 G17 G17 G17 G17 G17 Gas springs and Suspension struts G1B G18 G18 G1B G1B G1B G18 Front and rear disc brakes G19 G19 G19 G19 G19 G19 G19 Parking brake linkage G20 G20 G20 G20 G20 G20 G20 Fault diagnosis G21 G21 G21 G21 G21 G21 G21 Special torque tightening figures G22 G22 G22 G22 G22 G22 G22 Workshop tools G23 G23 G23 G23 G23 G23 G23 6/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD 4700 G1-1 I - ~ Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections Page No. 1 2 3 4 5 6 7 8 ! G1 l G2 I G3 6/87 6/88 9/86 4/89 6/87 6/87 9/86 9/86 9/86 9/86 9/86 9/86 6/88 9/86 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 G4 I G5 9/86 6/88 6/88 6/88 6/88 6/88 6/88 6/88 I GS 6/87 6/87 9/86 9/86 6/87 1/87 I I G7 GB 9/86 9/86 1/87 9/86 9/86 9/86 9/86 9/86 9/86 9/86 9/86 9/86 9/86 G9 G10 9/86 9/86 9/86 9/86 9/86 9/86 6/88 6/88 6/88 6/88 Sections G11 G12 G13 G14 G15 G16 G17 G18 G19 G20 Page No. 1 2 3 9/86 9/86 9/86 9/86 9/86 9/86 9/86 9/86 9/86 9/86 9/86 9/86 4/89 6187 6187 9/86 9/86 9/86 9/86 9/86 9/86 9/86 9/86 9/86 9/86 9/86 4 5 6 7 8 9 10 11 12 13 14 15 9/86 9/86 9/86 9/86 9/86 16 17 18 19 20 4/89 Printed in England © Aolls·Royce Motor Cars Limited 1989 TSD 4700 G1-3 rIDll ~ Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections f Page No. 1 2 G21 11/86 11 /86 6/87 3 4 1 G22 11/86 6/88 11/86 11/86 I 6188 5 6 - - - - - - -11/86 -----------------------------7 8 9 10 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~ 11 12 13 14 15 16 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17 18 19 20 21 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22 23 24 Sections Page No. 1 2 3 4 5 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ 6 7 8 9 10 11 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12 13 14 15 16 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17 18 19 20 21 22 ------------------------------------- 23 24 6/88 Printed in England @ Rolls-Royce Motor Cars Limited 1988 TSD 4700 G1-5 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections I G21 Page No. I 1 2 I G22 I I G23 11/86 11/86 11/86 3 11/86 4 11/86 11/86 5 _ _ _ _ _ _ __ __;,_;c....:....:'----------------------------11/86 11/86 11/86 6 7 8 9 110, - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12 13 14 15 16 17 ------------------------------------- 18 19 20 21 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22 23 24 25 26 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27 28 29 30 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 31 32 33 34 35 36 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 37 38 39 40 41 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 42 43 44 45 46 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 47 48 49 50 51 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 52 53 54 11/86 TSD 4700 Printed in England ©Rolls-Royce Motor Ca rs Limited 1986 G1-7 Section G2 Introduction Contents Pages Bentley Rolls-Royce Silver Spirit Silwr Spur Corniche/ Comiche II Eight Mulsanne/ Turbo R Continental Mulsanne S Warning G2-3 G2-3 G2-3 G2-3 G2-3 G2-3 G2-3 Hydrau Iic systems G2-3 G2-3 G2·3 G2-3 G2-3 G2-3 G2-3 Facia warning lamps G2-4 G2-4 G2-4 G2-4 G2-4 G2-4 G2-4 Right-hand drive G2-5 G2-5 G2-5 G2-5 G2-5 G2-13 G2-5 Left-hand drive G2-7 G2-7 G2-7 G2-7 G2-7 G2-15 G2-7 G2-21 G2-21 G2-21 G2-21 G2-21 G2-25 G2-21 G2-23 G2-27 G2-23 Mineral oil hydraulic system colour coding and component location Cars fitted with an anti-lock braking system Priorto 1989 mode I year 1989 model year Right-hand drive Left-hand drive G2-23 G2-23 G2-23 G2-23 Right-hand drive G2-9 G2-9 G2-17 G2-9 G2-9 G2-17 Left-hand drive G2-11 G2-11 G2-19 G2-11 G2-11 G2-19 Ca rs not fitted with an anti-lock braking system 6/88 Printed in England © Aoll&-Royce Motor Cars Limited 1988 TSO 4700 G2-1 Section G2 Introduction A WARNING Use only hydraulic system mineral oil ILHM) to replenish the braking and levelling systems. Do not use brake fluids (Castrol RR363, Universal, or any other type). The use of any type of brake fluid, even in very small amounts, will cause component failure necessitating extensive rectification to the braking and levelling systems of the car. Always ensure before fitting any seals, hoses, pipes, etc., that they are suitable for a mineral oil system. For details of correct component identification reference should be made to Section G3 of this Workshop Manual. Always ensure that two sealed containers of hydraulic system mineral oil (LHM) are fitted in the luggage compartment. Always ensure that no foreign matter enters the systems when work is being carried out. This Ch apter covers the components for the two independently power operated braking systems, the levelling system, and the mechanically operated parking brake. In order to protect against claims of liability for hydraulic system contamination, it is recommended that the hydraulic system mineral oil is tested for contamination prior to work being undertaken, preferably in the presence of the owner or his/her representative. The procedure for carrying out the test is described in Section G3. It is i m po rta nt that the test is carried out even when the hydraulic system mineral oil is to be renewed as this will not prevent the deterioration of components which have been in contact with contaminated mineral oil. Hydraulic systems 1. Cars fitted with en anti-lock braking system The braking systems consist of two independent circuits. System 1 operates the rear brakes and levelling. System 2 operates the front brakes only. The Bosch anti-lock brake control system. consists of a speed sensor fitted to each wheel, an electronic control unit (ECU). and a three channel hydraulic modulator. The speed signals from the sensors are continually processed by the ECU. When the brakes are applied, the wheel deceleration, acceleration, and slip are determined by the ECU. Signals from the ECU are fed to the 3-way solenoid valves in the modulator. The modulator then either increases pressure, holds pressure, or decreases pressure to the brake calipers. The rear wheels are controlled jointly, using the 'select low· rear control principle. Failure of the anti-lock braking system is indicsted by an amber warning lamp on the fecia, and does not affect normal braking performance. 2. Cans not fitted with an anti-lock braking system The braking systems consist of t'NO independent circuits. System 1 operates the front brake calipers on the front road wheels, the upper cylinders on the rear road wheel brake calipers, and the rear levelling. System 2 operates the rear brake calipers on the front road wheels and the lower cylinders on the rear road wheel brake calipers. All cars Disc brakes are fitted to all wheels. Pressure for the systems is supplied by two hydraulic accumulators, mounted on the 'A' bank side of the engine, except for the Bentley Turbo R where the accumulators are mounted on the 'B' bank side of the engine. The accumulators are charged by engine operated hydraulic pumps. The hydraulic pump situated in front of the engine air intake manifold supplies hydrau lie mineral oil to the front, vertically mounted accumulator {System 1 ). The hydraulic pump situated at the rear of the engine supplies hydraulic mineral oil to the rear, horizontally mounted accumulator (System 2). Each accumulator sphere is divided into two chambers by a diaphragm, a charge of nitrogen gas being applied and retained in one chamber by the diaphragm. As an accumulator commences to be charged with hydraulic system mineral oil from its hydraulic pump, only a small amount of hydraulic system mineral oil is required to be pumped into the other chamber to raise its pressure to th at oft he in iti a I charge of nitrogen. Hydraulic system mineral oil will continue to be pumped into this chamber against steadily increasing pressure as the diaphragm is lifted, compressing the gas above rt, until the pressure regulator in the accumulator valve housing operates and unloads the hydraulic pump by allowing the hydra u lie system mineral oi I to by-pass back to the reservoirs. The pressure of hydraulic system mineral oil stored in the sphere is maintained by the gas pressing against the diaphragm, the pressure reducing as hydraulic system mineral oil is used, until the regulator allows the pump to recharge the sphere. Spheres similar to those used on the accumulator but with lower nitrogen gas pressure are incorporated into the rear suspension struts, the gas under pressure acting as a spring. Hydraulic system mineral 6/87 TSD 4700 Printed in England Cl Rolls-Royce Motor Cars Limited 1987 G2-3 Fwil ~ oil fed from System 1 accumulator, flows into or out of the suspension strut spheres as varying loads are applied to the car. The quantity is control led by the levelling valve, with hydraulic system mineral oil exhausted from the suspension spheres being retu med to the reservoir. To ensure that the braking system has priority over the rear suspension, a pressure priority valve is incorporated into System 1 high pressure line. If the pressure in the system falls unduly the priority va Ive will close and isolate the suspension system. This a !lows the available pressure to be uti Iised for bra king purposes. Also incorporated into System 1 is a minimum pressure valve. The purpose of th is valve is to retain a predetermined pressure in the rear suspension strut spheres when the engine is switched off and the car u n Ioaded. This retention of pressure reduces the time and amount of pressurized hydraulic system mineral oi I required to fully charge the hydraulic systems upon the initial starting of the engine. A pressure switch is incorporated into both System 1 and System 2 high pressure lines. The function ofthese switches is to illuminate the warning panels situated on the facia when the hydrau lie system(s) pressure falls below acceptable working limits. A seepage return hose is fitted between the minimum pressure v a Ive and the level Ii ng va Ive. Th is seepage return hose a 11 ows the designed seepage within the Ieve 11 i ng va Ive to return to the reservoir. 2. Cars not fitted with an anti-lock braking system 1 BRAKE 2 BRAKE PRESSURE PRESSURE or a. (CD) (CD) 1 2 If only one warning panel is illuminated, the fault is in that particular system (either System 1 or System 2). The car can be driven with care. b. When both warning panels are illuminated, there is a fault in both braking systems. The car must not be driven. Facia warning lamps 1. Cars fitted with an anti-lock braking system (CD) STOP (CD) or BRAKE PRESSURE STOP BRAKE PRESSURE a. If there is a fault in the rear braking system only {System 1), the right-hand pressure panel wil I be illuminated. The car can be driven with care. b. If there is a fault in the front braking system only (System 2), the STOP panel will flash and the righthand pressure panel will be illuminated. The car must not be driven. c. When both warning panels are flashing, there is a fa u It in both braking systems. The car must not be driven. 6187 G2-4 Figure G2-1 Mineral oil hydraulic system with anti-lock braking 9/86 TSD 4700 Printed in England © Rolls-Royce Motors Limited 1986 G2-5 / e~---------------.1 ~ I E 0 C)----;:=========;_::::::::::::;:;JI ~ Anti-lock braking system electrical locations A1561 Mineral oil hydraulic system colour coding and component location - Right-hand drive cars A B C Feed to rear brakes end levelling (System 1) Deceleration conscious pressure valve fed rear brakes (System 1) Low pressure return from levelling and rear brakes {System 1) D E F G Levelling return (System 1) Feed to front brakes (System 2) Front brakes and directly fed rear brakes (System 2) Low pressure return from front brakes (System 2) 1 2 3 4 5 6 7 8 Modulator (anti-locking brakes) Front hydraulic pump Front leading brake caliper (twin cylinder) Front hydraulic accumulator Rear hydraulic accumulator Rear hydraulic pump Front trailing brake caliper {twin cylinder} Hydraulic mineral oil reservoirs 9 10 11 12 13 14 15 16 t7 Hydraulic pressure warning switches Upper distribution valve Lower distribution valve Deceleration conscious pressure limiting valve ('G' valve} Priority valve Filter block assembly Minimum pressure valve Seepage return hose Levelling valve 18 Bleed point - Suspension struts 19 Rear brake caliper (four cylinder) 20 Rear brake caliper bleed point 21 Restrictor 22 Gas spring and Suspension strut 23 Anti-locking brakes warning panel 24 Anti-locking brakes electronic control unit (ECU) Figure G2-2 Mineral oil hydraulic system with anti-lock braking 9/86 Printed in England © Aolls·Royce Motors Limited 1986 TSD 4700 G2-7 eW!----------------.1 0 Anti-lock braking system electrical locations A1562 Mineral oil hydraulic system colour coding and component location - Left-hand drive cars A B C Feed to rear brakes and levelling (System 1) Deceleration conscious pressure valve fed rear brakes (System 1) Low pressure return from levelling and rear brakes (System 1) D E F G Levelling return (System 1) Feed to front brakes (System 2) Front brakes and directly fed rear brakes (System 2) LO\,\/ pressure return from front brakes (System 2) 2 3 4 5 6 7 8 Modulator (anti-locking brakes) Front leading brake caliper (twin cylinder) Front hydraulic pump Front hydraulic accumulator Rear hydraulic accumulator Front trailing brake caliper (twin cylinder) Rear hydraulic pump Hydraulic pressure warning switches 9 10 11 12 13 14 15 16 17 18 Hydraulic mineral oil reservoirs Upper distribution valve Lower distribution valve Deceleration conscious pressure limiting valve ('G' valve) Priority valve Filter block assembly Minimum pressure valve Height control levelling valve Seepage return hose Bleed point- Suspension struts 19 Rear brake caliper (four cylinder) 20 Rear brake caliper bleed point 21 Restrictor 22 Gas spring and Suspension strut 23 Anti-locking brakes warning panel 24 Anti-locking brakes electronic control unit (ECU) ~ ~ Figure G2-3 Mineral oil hydraulic system 9/86 TSD 4700 Printed in England © Rolls-Royce Motors Limited 1986 G2-9 - -- - ______________.,. - - - -- - - - - - --l '------ DI-------- ----- - - I _____ - - ---- ---- _______ _.....-- ./ , je A1563 Mineral oil hydraulic system colour coding and component location - Right·hand drive cars A B C Feed to rear brakes and levelling (System 1) Deceleration conscious pressure valve fed rear brakes and front leading brake calipers {System 1) Low pressure return from levelling and rear brakes (System 1) D E F G levelling return (System 1) Feed to front brakes (System 2) Front trailing brake calipers and directly fed rear brakes (System 2) Low pressure return from front brakes {System 2} 1 2 3 4 5 6 Front hydraulic pump Front leading brake caliper (twin cylinder} Front hydraulic accumulator Rear hydraulic accumulator Front trailing brake caliper (twin cylinder) Hydraulic mineral oil reservoirs 7 8 9 10 11 12 13 Rear hydraulic pump Hydraulic pressure warnmg switches Deceleration conscious pressure Ii m iti ng va Ive ('G" valve} Lower distribution valve Upper distribution valve Priority valve Filter block assembly 14 Minimum pressure valve 15 Seepage return hose 16 Levelling valve 17 Bleed point - Suspension struts 18 Rear brake caliper (four cylinder) 19 Restrictor 20 Rear brake caliper bleed point 21 Gas spring and Suspension strut Figure G2-4 Mineral oil hydraulic system 9/ B6 Printed in England © Rolls-Royce Motors Limited 1986 TSD 4700 G2-11 8 A1564 Mineral oil hydraulic system colour coding and component location - Left-hand drive cars A B C Feed to rear brakes and levelling (System 1) Deceleration conscious pressure valve fed rear brakes and front leading brake calipers (System 1) Low pressure return from levelling and rear brakes (System 1) D E F G Levelling return (System 1} Feed to front brakes (System 2) Front trailing brake calipers and directly fed rear brakes (System 2) Low pressure return from front brakes (System 2) 1 2 3 4 5 6 Front hydraulic pump Front leading brake caliper (twin cylinder) Front hydraulic accumulator Rear hydraulic accumulator Front trailing brake caliper (twin cylinder) Hydraulic mineral oil reservoirs 7 8 9 10 11 12 13 Rear hydraulic pump Hydraulic pressure warning switches Deceleration conscious pressure limiting valve ('G' valve) Lower distribution valve Upper distribution valve Priority valve Filter block assembly 14 15 16 17 18 19 Minimum pressure valve Seepage return hose Levelling valve Bleed point - Suspension struts Rear brake caliper (four cylinder) Restrictor 20 Rear brake caliper bleed point 21 Gas spring and Suspension strut Figure G2·5 Mine'ral oil hydraulic system with anti-lock braking 9/86 Printed in England © Rolls-Royce Motors Limited 1986 TSO 4700 G2-13 - --------- / - ~- - -,~ --=---==------.~.__________...-- - -- -- - ,-----~~ -, f. 0 G)..------,::=========;;;::;:;:;:.ill ~ ~ t) Anti-lock braking system electrical locations A1565 Mineral oil hydraulic system colour coding and component location - Right-hand drive cars A B C Feed to rear brakes and levelling (System 1) Deceleration conscious pressure valve fed rear brakes (System 1) LOIN pressure return from levelling and rear brakes (System 1) D E F G Levelling return (System 1} Feed to front brakes (System 2) Front brakes and directly fed rear brakes (System 2) LOIN pressure return from front brakes (System 2} 1 2 3 4 5 6 7 8 Modulator {anti•locking brakes) Front hydraulic pump Front leading brake caliper (twin cylinder) Front hydraulic accumulator Rear hydraulic accumulator Rear hydraulic pump Front trailing brake caliper (twin cylinder) Hydraulic mineral oil reservoirs 9 Hydraulic pressure warning switches 10 Upper distribution valve 11 Lower distribution valve 12 Deceleration conscious pressure limiting valve ('G' valve) 13 Priority valve 14 Filter block assembly 15 Minimum pressure valve 16 Seepage return hose 17 Levelling valve 18 19 20 21 22 23 24 Bleed point- Suspension struts Rear brake caliper (four cylinder) Rear brake caliper bleed point Restrictor Gas spring and Suspension strut Anti-locking brakes warning panel Anti-locking brakes electronic control unit {ECU) Figure G2-6 Mineral oil hydraulic system with anti-lock braking 9/86 Printed in England © Rolls-Royce Motors Limited 1986 TSD 4700 G2-15 e----/r---r;; ---------...l 0 /?. _ _ _ __ r A C ._____~ Do ~1--------.,I 0 Anti-lock braking system electrical locations A1566 Mineral oil hydraulic system colour coding and component location - Left-hand drive cars A B C Feed to rear brakes and levelling (System 1) Deceleration conscious pressure valve fed rear brakes {System 1) lD'N pressure return from levelling and rear brakes (System 1) D E F G levelling return (System 1) Feed to front brakes (System 2) Front brakes and directly fed rear brakes (System 2) low pressure return from front brakes (System 2) 1 2 3 4 5 6 7 8 Modulator (anti-locking brakes) Front leading brake caliper (twin cylinder) Front hydraulic pump Front hydraulic accumulator Rear hydraulic accumulator Front trailing brake caliper (twin cylinder) Rear hydraulic pump Hydraulic pressure warning switches 9 10 11 12 13 14 15 16 17 Hydraulic mineral oil reservoirs Upper distribution valve Lower distribution valve Deceleration conscious pressure limiting valve CG' valve) Priority valve Filter block assembly Minimum pressure valve Height control levelling valve Seepage return hose 18 Bleed point- Suspension struts 19 Rear brake caliper (four cylinder) 20 Rear brake caliper bleed point 21 Restrictor 22 Gas spring and Suspension strut 23 Anti-locking brakes warning panel 24 Anti-locking brakes electronic control unit (ECU) Figure G2-7 Mineral oil hydraulic system 9/86 Printed in England © Rolls-Royce Motors Limited 1986 TSO 4700 G2-17 A1567 Mineral oil hydraulic system colour coding and component location - Right-hand drive cars A B C Feed to rear brakes and levelling (System 1) Deceleration conscious pressure valve fed rear brakes and front leading brake calipers (System 1) Low pressure return from levelling and rear brakes (System 1) D E F G Levelling return (System 1) Feed to front brakes (System 2) Front trailing brake calipers and directly fed rear brakes (System 2) Low pressure return from front brakes (System 2) 1 2 3 4 5 6 Front hydraulic pump Front leading brake caliper (twin cylinder) Front hydraulic accumulator Rear hydraulic accumulator Front trailing brake caliper (twin cylinder) Hydraulic mineral oil reservoirs 7 8 9 10 11 12 13 Rear hydraulic pump Hydraulic pressure warning switches Deceleration conscious pressure limiting valve valve) Lower distribution valve Upper distribution valve Priority valve filter block assembly rG' 14 15 16 17 18 19 20 21 Minimum pressure valve Seepage return hose Levelling valve Bleed point - Suspension struts Rear brake caliper (four cylinder) Restrictor Rear brake caliper bleed point Gas spring and Suspension strut Figure G2-8 Mineral oil hydraulic system 9/ 86 Printed in England © RoUs·Royce Motors Limited 1986 TSD 4700 G2-19 Mineral oil hydraulic system colour coding and component·location - Left-hand drive cars A B C Feed to rear brakes and levelling {System 1) Deceleration conscious pressure valve fed rear brakes and front leading brake calipers (System 1) Low pressure return from levelling and rear brakes (System 1) D E F G levelling return (System 1) Feed to front brakes {System 2) Front trailing brake calipers and directly fed rear brakes (System 2) Low pressure return from front brakes (System 2) 1 2 3 4 5 6 7 8 Front hydraulic accumulator Front leading brake caliper (twin cylinder) Front hydraulic pump Rear hydraulic accumulator Front trailing brake caliper (twin cylinder) Rear hydraulic pump Hydraulic pressure warning switches Hydraulic mineral oil reseNoirs 9 Upper distribution valve 10 lower distribution valve 11 Deceleration conscious pressure limiting valve ('ff valve) 12 Restrictor 13 Priority valve 14 Filter block assembly 15 Minimum pressure valve 16 Height control levelling valve 17 Seepage return hose 18 Bleed point- Suspension struts 19 Rear brake caliper (four cylinder) 20 Rear brake caliper bleed point 21 Restrictor 22 Gas spring and Suspension strut Figure G2-9 Mineral oil hydraulic system with anti-lock braking S/88 Printed in England © Rolls·Royce Motor Cars Limited 1988 TSD 4700 G2-21 _ _ /?_ - - - - - ~ --------..._ =-sill) ( -- ~ if------------ 0 Anti-lock braking system electrical locations A2305 Mineral oil hydraulic system colour coding and component location - Right-hand drive cars A B C Feed to rear brakes and levelling {System 1) Deceleration conscious pressure valve fed rear brakes {System 1) Low pressure return from levelling and rear brakes (System 1) D E F G Levelling return (System 1) Feed to front brakes (System 2) Front brakes (System 2) and directly fed rear brakes (System 1) Low pressure return from front brakes (System 2) 1 2 3 4 5 6 7 8 Modulator (anti-locking brakes) Front hydraulic pump Front leading brake caliper (twin cylinder) Front hydraulic accumulator Rear hydraulic accumulator Rear hydraulic pump Front trailing brake caliper (twin cylinder) Hydraulic mineral oil reservoirs 9 10 11 12 13 14 15 16 Hydraulic pressure warning switches with bleed points Upper distribution valve Lower distribution valve Deceleration conscious pressure limiting valve ('G' valve) Priority valve Filter block assembly Minimum pressure valve Seepage return hose 17 18 19 2D 21 22 23 24 Levelling valve Bleed point- Suspension struts Rear brake caliper {four cylinder) Rear brake caliper bleed point Restrictor Gas spring and Suspension strut Anti-locking brakes warning panel Anti-locking brakes electronic control unit (ECU) Figure G2·10 Mineral oil hydraulic system with anti-lock braking 6/88 Printed in England © Rolls-Rc,yce Motor Cars Limited 1 988 TSO 4700 G2-23 _ _ _ _ _ _ _ __J e8 > ; - - - - - - - - - - - - - - - - - , 0 Anti-lock braking system electrical locations Mineral oil hydraulic system colour coding and component location - Left-hand drive cars A B C Feed to rear brakes and levelling (System 1) Deceleration conscious pressure valve fed rear brakes (System 1) Low pressure return from levelling and rear brakes (System 1) D E F G Levelling return (System 1) Feed to front brakes (System 2) Front brakes (System 2) and directly fed rear brakes (System 1) Low pressure return from front brakes (System 21 1 2 3 4 5 6 7 8 9 10 Modulator {anti-locking brakes) Front leading brake caliper (twin cylinder) Front hydraulic pump Front hydraulic accumulator Rear hydraulic accumulator Front trailing brake caliper (twin cylinder) Rear hydraulic pump Hydraulic pressure warning switches with bleed points Hfdraulic mineral oil reservoirs Upper distribution valve 11 12 13 14 15 16 17 18 19 20 Lower distribution valve Deceleration conscious pressure limiting valve ('G' valve) Priority valve Filter block assembly Minimum pressure valve Levelling valve Seepage return hose Bleed point- Suspension struts Rear brake caliper (four cylinder) Rear brake caliper bleed point 21 22 23 24 Restrictor Gas spring and Suspension strut Anti-locking brakes warning panel Anti-locking brakes electronic control unit ( ECU) Figure G2-11 Mineral oil hydraulic system with anti-lock braking 6/88 Printed in England © Rolls-Royce Motor Car6 Limited 1988 TSO 4700 G2-25 -- -- - '· ') u ------ I _,.#_-;:;;-;,--7----~/_. . ._·,;_/~--",-_:.~~---~~ ,. . . ____ ___1_·'.=========- - =----, / .• .... -- -- --- ~-:r ' A C 0 I r=========~~II _ __ lln--. L_,..___ _ _...:=,--- ~ - - -'-J- -- - - - -- -'---- -_::...,------ Anti-lock braking system electrical locations A2307 Mineral oil hydraulic system colour coding and component location - Right-hand drive cars A B C Feed to rear brakes and levelling (System 1) Deceleration conscious pressure valve fed rear brakes (System 1) Low pressure return from levelling and rear brakes ( System 1 ) D E F G Levelling return (System 1} Feed to front brakes (System 2) Front brakes (System 2) and directly fed rear brakes (System 1) Low pressure return from front brakes (System 2) 1 2 3 4 5 6 7 8 Modulator (anti-locking brakes) Front hydraulic pump Front leading brake caliper (twin cylinder) Front hydraulic accumulator Rear hydraulic accumulator Rear hydraulic pump Front trailing brake caliper {twin cylinder} Hydraulic mineral oil reservoirs 9 10 11 12 13 14 15 16 Hydraulic pressure warning switches with bleed points Upper distribution valve Lower distribution valve Deceleration conscious pressure limiting valve ('G' valve) Priority valve Filter block assembly Minimum pressure valve Seepage return hose 17 18 19 20 21 22 23 24 Levelling valve Bleed point - Suspension struts Rear brake caliper (four cylinder) Rear brake caliper bleed point Restrictor Gas spring and Suspension strut Anti-locking brakes warning panel Anti-locking brakes electronic control unit ( ECU) Figure G2·12 Mineral oil hydraulic system with anti-lock braking 6/88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 TSO 4700 G2-27 0 Anti-lock braking system electrical locations A2308 Mineral oil hydraulic system colour coding and component location - Left-hand drive cars A B C Feed to rear brakes and levelling (System 1) Deceleration conscious pressure valve fed rear brakes (System 1) Low pressure return from levelling and rear brakes (System 1} D E F G Levelling return (System 1) Feed to front brakes (System 2) Front brakes (System 2) and directly fed rear brakes (System 1) Low pressure return from front brakes (System 2) 1 2 3 4 5 6 7 a Modulator (anti-locking brakes) Front leading brake caliper (twin cylinder) Front hydraulic pump Front hydraulic accumulator Rear hydraulic accumulator Front trailing brake caliper (twin cylinder) Rear hydraulic pump Hydraulic pressure warning switches with bleed points 9 10 11 12 13 14 15 16 17 Hydraulic mineral oil reservoirs Upper distribution valve Lower distribution valve Deceleration conscious pressure limiting valve ('G' valve) Priority valve Filter block assembly Minimum pressure valve Levelling valve Seepage return hose 18 19 20 21 22 23 24 Bleed point- Suspension struts Rear brake caliper (four cylinder) Rear brake caliper bleed point Restrictor Gas spring and Suspension strut Anti-locking brakes warning panel Anti-locking brakes electronic control unit (ECU) I Section G3 ~ Special precautions (including system contamination test procedure) Contents Warning Hydraulic system mineral oil(LHM) Components identification Cleanliness Pages Rolls-Royce Silver Silver Spirit Spur Cornie he Corniche II Bentley Eight Mulsanne Turbo R G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3--3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-3 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 Continental Hydraulic system mineral oil (LHM) contamination test kit and procedure Test kit First procedure Workshop procedure (to be carried out when contamination is suspected) Test procedure for determining hydraulic system mineral oil (LHM) contamination Examination of results G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-4 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 Depressu rizi ng the system Method 1 Method 2 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 Accumulator and Gas spring spheres G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 Bleeding the hydraulic systems G3--5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 G3-5 General information Removing components Cleaning components Servicing equipment Hydraulic systems - Filling or top ping-up Servicing rubber components Fitting replacement units Storage and transportation G3-6 G3-6 G3-6 G3-7 G3-6 G3-6 G3-6 G3-7 G3-6 G3-6 G3-6 G3--7 G3-6 G3-.6 G3-6 G3-7 G3-6 G3-6 G3-6 G3-7 G3-6 G3-6 G3-6 G3-7 G3-6 G3-6 G3-6 G3-7 G3-6 G3-6 G3-6 G3-7 G3-7 G3--7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 G3-7 9186 Printed in England © Rolls-Royce Motors Limited 1986 TSD 4700 G3-1 Section G3 Special precautions (including system contamination test procedure) A WARNING Use only hydraulic system mineral oil (LHM)to replenish the braking and levelling systems. Do not use brake fluids (Castro! AA363, Universal, or any other type). The use of any type of brake fluid, even in very small amounts, will cause component failure necessitating extensive rectification to the braking and levelling systems of the car. Always ensure before fitting any seals, hoses, pipes, etc., that they are suitable for a mineral oil system. For details of correct component identification reference should be made to Section G3 of this Workshop Manual. Alwaysensure that two sealed containers of hydraulic system mineral oil (LHM)are fitted in the luggage compartment. Always ensure that no foreign matter enters the systems when work is being carried out. Before attempting any work on the hydraulic systems of the car, service personnel must note carefully the contents of this Section and be fully conversant with the precautions required to ensure adequate safety and correct system operation. Also, before fitting any seals, hoses, pipes, etc., always ensure that they are suitable for use with a mineral oil hydraulic system. The hydraulic systems operate at high pressure. Pipes and components must never be removed when the hydraulic systems are in a charged state. Before any work, except a specified test, is carried out on the hydraulic systems, they must be depressurized. All items of hydraulic system equipment should carry identification to show that it is to be used only with hydraulic system mineral oil (colour reference green}. To assist in the identification marking of mineral oil components and equipment, self adhesive labels bearing the logo shown in figure G3-1 are available from the Parts Distribution Centre at Crewe. lf any work is carried out on either reservoir, ensure th at the reservoir tops a re retam pe rp roofed. Refer to Section G7 for details. Hydraulic system mineral oil (LHMI Hydraulic system mineral oil is Green in colour. It is essential that only approved hydraulic system mineral oil is used (see Chapter D- Lubricants). Contamination 9/86 Printed in England © Rolls-Royce Motors limited 1986 Fig. G3-1 Hydraulic system mineral oil logo of mi nera I oi I hydra u Iic systems or com pane nts with any co nventiona I vegetable or synthetic type of brake fluid will cause seals and hoses to deteriorate which could result in eventual brake faults. To avoid contamination all mineral oil containers and components should be stored in a clearly defined area away from that used for coventional brake fluid. Hydraulic system mineral oil can cause damage to tyres. In the event of mineral oil coming into contact with a tyre, damage can be prevented if the mineral oil is removed immediately using a soap solution. Finally, wash the tyre with clean water. Components identification All components which are susceptible to damage from brake fluids are colour coded Green and have GMF prefix part numbers e.g. GMF 1062. Other components in the system which are not susceptible to brake fluid damage (i .e. metal pipes and connectors) are neither colour coded nor do they have a GMF prefix part number. It must be stressed however that these parts must not become contaminated with brake fluid as this could circulate to other components in the hydraulic systems. For details of individual component identification reference should be made to the relevant component Section within this Chapter. Cleanliness For the correct functioning of the hydraulic system, meticulous care should be taken to ensure complete cleanliness at al I times. Since both the braking system and levelling system have components with very fine TSO 4700 G3-3 ~ ~ manufacturing tolerances, the ingress of even very smal I particles of foreign matter could have very serious effects on the operation of the systems. Care must be taken to ensure that at all times, only clean hydraulic system mineral oil is used in the system and that any overhauled units or components are not exposed to contamination during assembly or fitting. Contact with conventional brake fluids must be avoided at all times as these fluids have a detrimental effect on the rubber seals and hoses used in hydraulic mineral oil systems. Hydraulic system mineral oil (LHMJ contamination test kit and procedure The hydraulic reservoirs are considered to be contamination proof. However. if contamination is suspected the following procedure should be adopted. Rolls-Royce Motors have developed a simple test kit and procedure which will allow Franchise Holders to quickly ch eek the mi nera I oi I (LH M) hydra u Iic system for contamination with conventional types of brake fluid i.e. Universal brake flu id, Castro! RR363. Two test procedures have been established. These simple methods of testing the hydraulic system min era I oil (LH M) for contamination have been developed to assist Franchise Holders in the following ci rcu msta nces. 1. To determine the presence of a conventional type of brake fluid i.e. RR363, in hydraulic system mineral oil (LHM) prior to ca rs passing into the workshops. This is to help protectthe Franchise Holder against claims of liability for contamination of the systems. 2. To determine the presence of contamination in cars that have been out in service, prior to the Franchise Holder accepting cars for part exchange or retailing. The following tests do not guarantee that the system has not been contaminated with brake fluid {i.e. RR363, Universe I, or any other type), it is only an indication that brake fluid does/does not appear within the system(s). If brake fluid has been introduced into the system (s) no matter how briefly, no amount of corrective action (draining, flushing out, etc.) except for a complete hydraulic system(s) overhaul (i.e. replacement of seals, hoses), will ensure that damage has not occurred or wi 11 not occur at some future date. Note Once the hydra u Iic system mineral oi I has been tested and proved to be free from contamination, the reservoirs should be tamperproofed and the warning panel fitted. Cleanliness throughout the sampling and testing procedures is of vita I i m po rta nee. Test kit Hydraulic system mineral oil ( LHM) test kit RH2841, can be obtained from the Parts Distribution Centre at Crewe. The kit consists of the fo Ilowing. 1 off Dropping bottle with dye solution. 1 off Test tube rack. 10 off Glass test tu bes with corks. 1 off Photograph depicting the colour for varying degrees of contamination. 1 off Sampling tube. 1 off Set of instructions. First procedure 1. Switch on the ignition and de pressurize the hydraulic systems by pumping the brake pedal until both low pressure warning panels illuminate. Continue to pump the pedal for at least a further 20 applications to ensure that al I the accumulator mineral oil is returned to the reservoir. 2. Clean the area around each hydraulic reservoir top and remove the warning panel. Remove the securing clips attaching the pipes from the reservoirs to the inner longeron. 3. Lift the pipes from the reservoir tops, noting their pas iti on s. Remove the setscrew from the ci rcu la r cover in the top of each reservoir and Iift out the covers. 4. Ensure th at the components in the test kit a re clean and dry. The sampling tubes should be thoroughly cleaned out with petroleum ether (120/160°C). Paraffin or petrol should not be used. 5. Using a small syringe, extract 50 ml of mineral oil from the top and bottom of each reservoir, through one of the sma 11 holes exposed. 6. Place the samples into individual clean dry containers. 7. Shake each sample taken to ensure it is well mixed. Pour 10 m I of each sa m pie into clean test tu bes (do not mix the samples together). 8. Using the dispenser, add two drops of the red dye solution contained in the kit into each 10 m I sample. Cork the test tubes and shake them thoroughly. 9. leave the samples to settle for at least 30 minutes and then examine each sample (refer to Examination of results, in this Section). Workshop procedure (to be carried out when contamination is suspected) 1. Depressurize both System 1 and System 2 accumulators by releasing the internal bleed screw (see Section G9). This procedure returns al I high pressure fluid to the reservoirs. 2. Clean the area around each hydraulic reservoir top and remove the warning panel. Remove the securing clips attaching the pipes from the reservoirs to the inner longeron. 3. Lift the pipes from the reservoir tops, noting their positions. Remove the setscrew from the c i rcu Iar cover in the top of each reservoir and lift out the covers. 4. Ensure that the components in the test kit a re clean and dry. The sampling tubes should be thoroughly cleaned out with petroleum ether (120/160°C). Paraffin or petrol should not be used. 9/86 G3-4 lffii'l ~ 5. Using a small syringe, extract 50 ml of mineral oil from the top and bottom of each reservoir, through one of the sm a 11 holes exposed. 6. Place the samples into individual clean dry containers. 7. The procedure described in Operation 1 has depressurized all components foiward of the minimum pressure va Ive. Thereto re, the gas springs, struts, etc. are still pressurized. To obtain a sample rearward of the minimum pressure valve carry out the following procedure. 8. Bleed off approximately 50 ml at the bleed point situated on the inner right-hand sill, forward of the rear road spring. 9. Ensure that each sample taken is tested. Test procedure for determining hydraulic system mineral oil (LHM) contamination Any cloudiness within a sample taken is an indication of mixed fluids. This is because hydraulic system mineral oil (LHM) and conventional types of brake fluid (Castro I RR363, Universal, etc.) do not mix to give a clear fluid. The following procedure explains the sequence for testing a sample. It should be noted that a test must be carried out on each sample taken. 1. Shake the sample to ensure that it is well mixed. 2. Ensure that the test tube is clean and dry. Then, extract 10 m I from the sample and pour it into the test tube. 3. Using the dispenser, add two drops of the red dye solution. 4. Cork the test tube and shake well. Examination of results On adding the red dye solution and the subsequent mixing, it is possible that the green colour of the mine ra I o i I wi 11 change to e reddish brown. This does not indicate contamination of the hydraulic system mineral oil. Co nta mi nation can only be confirmed by the formation of a cloudy red mass which will begin to sett Ie tow a rd s the bottom of the tu be if Ieft to stand for at least 30 minutes. If the sample in the test tube on addition of the dye turns red but remains clear, it indicates that the sa m pie is not contaminated. The volume of red mass which will eventually settle to the bottom of the test tube indicates the amount of contamination within the hydraulic system mineral oil. Complete separation of the two Iiqu ids may take a considerable amount of time, for example a very small percentage of contamination may take more than seven days to completely separate. If contamination is suspected, but difficult to diagnose, due to the small amount of contamination that may be present, or any doubts exists, conformation should be obtained by sending a sample to Rolls-Royce Motors (if in the United Kingdom) or to a chemical analysis laboratory. Very small percentages {less than 0.5%) of a 9/86 Printed in England © Rolls-Royce Motors Limited 1986 conventional type of brake fluid contaminating the hydra u Ii c system mine ra I o iI is sufficient to cause sea I and component failure. Depressurizing the system Method 1 Switch on the ignition and pump the brake pedal 50 to 60 times until resistance felt at the pedal reduces indicating th at the systems a re dep ressu rized. The facia warning panels should be illuminated (see Section G2). Switch off the ignition. To de pressurize the rear suspension struts, attach a bleed tube to the struts bleed screw. Open the bleed screw and allow the hydraulic system mineral oil to bleed into a clean container until the flow ceases. Method 2 Open the bleed screw on both accumulators and allow sufficient time for the mineral oil pressure to discharge back to the reservoir. These bleed screws are an integral part of the accumulator, the mineral oil being allowed to flow from the accumulator sphere back to the reservoir when the bleed screw is opened (see Section G9). Switch on the ignition and check that the facia warning panels are illuminated {see Section G2). Depressurize the rear suspension struts as described in Method 1. Accumulator and Gas spring spheres The accumulator and gas spring spheres are charged on one side of their diaphragms with nitrogen gas to a pressure of 60 bar to 64 bar (870 Ibf/i n2 to 928 Jbf/i n2 ) and 10,35 bar to 18,63 bar (150 lbf/in2 to 270 Jbf/in 2 ) respectively, prior to despatch from the factory. Each sphere is marked with a band of white paint or with a stick-on yellow label when charged. The charge pressure in bar is stamped on the non-return v a Ive cap at the end of the sphere. A date of manufacture is also marked on each sphere. It is recommended that spheres are stored and issued from stock in date sequence. Bleeding the hydraulic systems Remove fuse A6 from fuse panel F2 on the main fuseboard, to isolate the electric gearchange whilst the systems are bled. Only use hydraulic system mineral oil bleed equipment when bleeding the hydraulic systems. Never connect equipment that has been used for conventional brake fluids to the system. The bleed screws for the accumulators are an i nteg ra I pa rt of the accu mu Iator va Ive housing and a bleed hose connection is not required. Reference shou Id be made to Section G 5 for details of the complete bleeding procedure. When bleeding the hydraulic system, any hydra u Iic system mine ra I o i I that has been sp i It onto the tyres must be removed. The use of a soap solution and a final rinse with clean water is recommended for this purpose. TSO 4700 G3-5 ~ ~ Under no circumstances should hydraulic system mineral oil be allowed to remain on the tyres for prolonged periods as this will cause tyre damage. General information Removing components Prior to disconnecting any pipes or removing hydraulic components from the car, the area around the pipes and components should be thoroughly cleaned. Particular attention should be given to the localized areas around the pipe unions and their corresponding ports. Whenever units, pipes, or components are disconnected from the hydraulic systems all open ports and pipe ends must be blanked off immediately, to avoid contamination of the system. It is stressed that the clean condition of any blanks used is equally as important as the clean condition of the components they seal. Blanks which have been used on cars with conventional brake fluid systems should not be used, unless they have been thoroughly cleaned and all traces of brake fluid removed. Note Masking tape or cork bungs do not constitute blanks. Quantities of blanks may be obtained, on request from the Parts Distribution Centre at Crewe. In addition, special pressure blanks are available, capable of withstanding full hydraulic system pressure. These blanks should be used during testing and fault diagnosis procedures where it may be necessary to blank off a pipe or component and then charge the systems. When fitted these blanks must be torque tightened to the figures quoted for the pipe unions which they replace. Cleaning components The recommended cleaner is petroleum ether ( 120/160°C). 2 ~ .,,, / 5 ,:> C / / I' I / I 3 T806 Fig. G3-2 Hydraulic system mineral oil component identification 1 Brake seal kit container 3 Sealing ring (green paint mark) 4 Brake hose {green stripe} 2 Flexible brake hose (green collar and stripe) 5 Pipe seal (green outer surface) 9/86 G3-6 Components which have been removed sh ou Id be thoroughly cleaned before replacement. Rubber pipes, sealing rings, and other components sh ou Id be washed in petroleum ether ( 120/160°C) and then dried with dry com pressed al r. Meta I pipes req u Iring the rem ova I of undersea I and road dirt from their outer surfaces, may be cleaned with trichlorethylene or paraffin. In such cases, a final cleaning procedure and flushing of the pipe internal bore using petroleum ether (120/160°C) sh o u Id be carried out. Bl ow dry with c Iea n compressed air. Cloths, even the lint free types, should never be used to clean hydraulic components. Servicing equipment All servicing equipment should be clearly marked to indicate the type of hydraulic sytstem for which it is suitable. Under no circumstances should equipment used for conventional brake fluids be used on a mineral oil hydraulic system or component. Only pressure gauges, test, and bleed equipment bearing hydraulic system mineral oil identifications should be connected to a mineral oil system. Storage and transportation The ca re ta ken to pre vent contamination of components during storage or transportation is extremely important. All mineral oil components should be stored in a separate and clearly defined area from that used for conventional brake fluid components. Replacement parts, pipes, and units must be clearly identified and securely sealed with the correct blanks. Blanks should not be removed until immediately prior to fitting; the replacement parts must also be protected from dust and damage. Sea Ii n g rings and rubber pipes in storage shou Id be protecte·d from dust, light, and heat in order to reduce deterioration of the rubber. Where mineral oil components are transported or returned to the manufacturer they should be clearly marked as being for use on mineral oi I hydraulic systems. Hydraulic systems - Filling or topping-up When the hydraulic reservoirs require topping-up or the systems a re completely drained, always fi 11/top-u p with fresh clean hydraulic system mineral oil of the specified type. Refer to Chapter D for the correct specification. After fi Iting the systems, bleed as described in Section G5. Servicing rubber components In the interest of safety, the rubber components used in the hydraulic systems have been allotted specific 'life' mileages at the completion of which or at the nearest service prior to completion it is recommended that the components are renewed. Reference should be made to the Service Schedule Manual publication number TSD 4702 for th is information. 0 n ly rubber components bearing mine ra I oi I identification marks should be fitted to a mineral oil hydraulic system. Under no circumstances must a rubber component for a co nve nti on a I brake flu id system be substituted for the correct component. Fitting replacement units Replacement hydraulic units are tested and blanked off before being despatched from the factory. It is advisable, when fitting a replacement unit, that when the unit has been placed in position and the blanks removed, the mineral oil in the unit is allowed to drain before the pipes are connected. When drained, the pipes shou Id be connected and the appropriate bleeding operations carried out. Note The mineral oil should not be blown out, allowing it to drain is sufficient. 9/86 Printed in England © Rolls-Royce Motors Limited 1986 TSD 4700 G3-7 Section G4 ~ ~ Hydraulic system pipework Bundy tubing is used to carry mineral oil around the hydraulic systems, except where flexible hoses are used to accommodate movement between two units. Flexible hoses are also used on several connections to the reservoirs, plus the levelling valve seepage return hose. The bundy tubing pipework is almost entirely 4,76 mm (0.186 in) diameter, the exceptions being 6,35 mm (0.250 in) diameter and 9,52 mm (0.375 in) diameter. To enable pipe identification, neoprene sleeves are fitted to each end of the meta I pip es, except for the feeds from the reservoirs to the hydraulic pumps and the engine hydraulic pipes (pump to accumulator). A cha rt quoting the pipe colours and functions is given on page G4-2. This chart shou Id be consulted to determine the function of each pipe i.e. high pressure, Iow pressure, and system. Generally, pipework connections are effected by flared pipe ends and unions, either male or female as necessary. Conical seats are machined in the components or junctions to seat the flares and provide effective joints. On the accumulators a different type of connection is used requiring the fitting of a small rubber sleeve (see fig. G4-1). Sealing is achieved by deformation of the rubber when the sleeve nut is tightened. To fit this type of connection the procedure given at the end of this Section should be carried out. In certain flexible pipe joints, face seals (aluminium) and copper washers are employed. A new copper washer and face seal must be fitted whenever the pipe is removed. If hydra u Ii c pipes are disturbed the following points should be noted. The area around the pipe union and pipe end should be thoroughly cleaned before the union is unscrewed. Pipe ends should always be blanked off immediately after removal. The blanks should not be removed until immediately prior to fitting. Whenever pipes are removed, the flares should be inspected for serviceability. Pipes showing signs of damage, cracking, or collapse must be renewed. Before fitting pipes and unions they should be cleaned thoroughly using petroleum ether (120/ 160°C), then blown through with clean dry compressed air. Particular attention should be made to the union and the exterior of the pipe immediately behind the flares. Whenever any work is carried out which disturbs the anti-lock braking system components, the complete system must be checked with the ABS test box before the car is driven (see Section G6). 9/86 Printed in England © Rolls-Royce Motor Cars Limited 1986 Special care must be exercised when removing or fitting any reservoir pipe connections. The pipes are a push-in fit into the reservoir manifold therefore, ensure the swag ed end of the pi pas engage with the nitrite seal. Also, the levelling valve red and yellow coded pipes forming the double coiled pipe assembly, must be connected the correct way round. Th is is; red in the u niori nearest to the front of the car and yellow nearest to the levelling valve operating pivot. These red and yellow coded pipes are secured together using heatsh rink ti es to form the double coi I assembly. When fitting pipes, do not overtighten unions as this could cause damage to pipe flares. If when a pipe is removed the coloured sleeves are in poor condition, they should be renewed. This is best achieved by expanding a new correctly coloured rubber sleeve sufficiently to clear the union, using a small three pronged expanding hand tool (i.e. Penguin pliers). Identification sleeves are not fitted to the flexible hoses but the sleeves on the connecting pipes at either end may be used to identify the flexible pipe and its function. The fie xi bl e and meta I pipes can be readily i de ntifi ed by means of the colour coding and component location layouts {see Section G2). Also refer to the function chart shown on page G4-2. Note The two high pressure pipes from the hyd rau Iic pumps to the hydra u I ic accu mu Iato rs and the feeds from the reservoirs to the hydraulic pumps are not marked and do not connect to any other marked pipes. Since these pipes are the only ones without means of identification confusion should not arise. Extreme caution sh ou Id be ta ken when fitting or renewing flexible pipes to ensure th at the correct type of pipe is fitted, in the correct location, and in accordance with the colour coding. In the interest of safety, the flexible pipes fitted to the hydraulic systems have been al lotted specific 'life' mileages at the completion of which or at the nearest service prior to completion, it is recommended that the flexible pipes are renewed. For recommended 'life' mileages reference should be made to the Service Schedule Manual, publication number TSO 4 702. When renewing flexible pipes and hoses, only those conforming with hydraulic system mineral oil requirements and bearing mineral oil identification marks should be fitted (see fig. G3-2). Under no circumstances must any other type of flexible pipe or hose be fitted. TSD 4700 G4-1 When removing rigid or flexible pipes, the positions of all clipping points and pipe routing should be noted to ensure that, when fitted, no chafing or vibration of the pipes can occur. Always ensure that the flexible hoses and rigid pipes are routed to clear other components and that clearance is maintained during the full range of steering and suspension movement. In the event of replacement pipes being required, it is recommended that they are produced using 'Armco' 25 microns zinc plated, fully chromate passivated and/or green polymer coated bundy tubing. Care should be taken to avoid sharp bends when producing replacement pipes as this could cause the plating/ coating to fracture. A hydraulic pipe manufacturing kit AH 12043 is available (see Section G23). Note The pipe connection tappings on the front road wheel brake calipers, accumulators, modulator (if fitted), and levelling valve, have a metric thread form. Therefore, care should be taken when producing replacement pipes to ensure that the correct type and standard of pipe nut is fitted. All pipes must be thoroughly cleaned using petroleum ether (120/160"C) and dried using clean compressed air. The ends should then be blanked until immediately prior to fitting. Torque tighten all pipe unions and fittings, referring to either Section G22 or Chapter P. After fining of replacement pipes they should be leak checked and then coated with undersea I if they are in an exposed area. Rubber sleeve pipe connection - To fit (see fig. G4-1) A. Slide the rubber sleeve onto the pipe until it abuts the collar. B. Insert the small end of the pipe into the close fitting bore at the bottom of the threaded connection port. C. Cerefully centralize the pipe in the bore and screw in the sleeve nut until it abuts the pipe collar. D. Torque tighten the nut to the figures quoted in Section G22. Note The rubber sleeve must be renewed each time the pipe is disconnected. It is important that the torque figures quoted in Section G22 are not exceeded as damage to the pipe end could result. This will cause pipe restriction and difficulty in withdrawing the pipe end from the connection bore. Pipework colour coding (Refer to Section G2) Colour Red Function High pressure No. 1 system Blue High pressure {withfootbrake applied) No. 1 system Yellow Low pressure No.1 system A -B-8-·- 6 - 3 B D ,aos Fig. G4·1 G4-2 Fitting a sleeved pipe connection Location Rear brakes and levelling; pipes from the front hydraulic pump, to the front (vertically mounted) accumulator and from the front accumulator to the upper distribution valve. Also from the front accumulator to the rear levelling struts, passing through the priority valve, levelling valve, minimum pressure valve, and restrictors. Left-hand drive turbocharged cars have a pipe from the front accumulatortothe pressure switch. Anti-lock braking systems Brake line; pipe from the upper distribution valve to the modulstor. Pipe from the modulator to the upper cylinders on the rear wheel brake calipers, passing through the 'G' valve. Non anti-lock braking systems Brake line; pipes from the upper distribution valve to the front brake calipers on the front wheels and the upper cylinders on the rear wheel brake calipers. Levelling return; pipe from the levelling valve to the inbosrd reservoir. !J ~ Black Low pressure return No. 1 system Orange High pressure No.2system Mauve High pressure (with footbrake applied) No. 2system White Low pressure return No. 2 system Rear brakes and levelling; pipes from the upper distribution valve to the inboard reservoir and from the levelling struts through the mini mum pressure valve and priority valve to the inboard reservoir. Also the return pipe from the front accumulator to the inboard reservoir. Anti-lock braking systems also have a return pipe from the modulator to the inboard reservoir. Brake Ii ne; pipes from the rear hydrau lie pump, to the rear (horizontally mounted) accumulator and from the rear accumu later to the lower distribution valve. Left-hand drive turbocharged cars have a pipe from the rear accu mu later to the pressure switch. Anti-lock braking systems Brake line; pipe from the lower distribution va Ive to the modulator. Pipes from the modulator to the front brakes, including the ca Ii per bridge pipes. (Pipe from 3-way con nectar forward of the 'G' valve to the lower cylinders on the rear wheel brake calipers, including the rear caliper bridge pipe, No. 1 system.) Non anti-lock braking systems Brake line; pipes from the lower distribution valve to the rear brake calipers on the front wheels and the lower cylinders on the rear wheel brake calipers, including the rear caliper bridge pipe. Brake line; pipe from the lower distribution valve to the outboard reservoir. Also the return pipe from the rear (horizontally mounted) accumulator to the outboard reservoir. Anti-lock braking systems also have a return pipe from the modu later to the outboard reservoir. 6/88 TSO 4700 Printed in England G4-3 © Rolls-Royce Motor Cars Limited 1 988 Section G5 Bleeding the hydraulic systems A WARNING Do not use equipment that has been used on cars utilizing synthetic brake fluid i.e. RR363, when carrying out bleeding operations on ca rs using hyd rau Iic system mineral oil (LHM). Failure to observe this warning will result in contamination of the hydraulic systems, necessitating extensive and expensive rectification. Introduction In order to obtain optimum performance of the hydraulic systems, it is essential that they are free of air at a 11 times. The two hydraulic systems are recirculatory and therefore, if air is allowed to enter them at any point it will reduce the efficiency. Bleed screws are provided on the side of the accumulators, on the brake calipers, on the suspension struts, and on the deceleration conscious pressure limiting valve. On 1989 model year cars, bleed screws are also incorporated at the pressure switches. The accumulator bleed screws are an integral part of the valve housing and do not require the connection of a bleed pipe during the bleeding operation. The bleed screw for the suspension struts is situated on the righthand sill forward of the rear road spring. The accumulators are situated on the front righthand (' A' bank) side of the engine except for the Bentley Turbo R, where the accumulators are mounted on the left-hand ('B' bank) side of the engine (see fig. G5-2). The accumulator for the number one system is vertically mounted and the number two system accumulator horizontally mounted. The two hydra u lie system mi nera I oi I reservoirs a re situated on the left-hand side of the engine compartment. Anti-lock braking systems The inboard hydraulic reservoir supplies hydraulic system mi nera I oi I for the number one system. From the reservoir, mineral oil is supplied to the front brake pump, which in turn supplies hydraulic system mineral oil under pressure to the vertically mounted accumulator, upper distribution valve, end the rear brakes and levelling. The outboard reservoir supplies hydraulic system mineral oil for the number two system. From the reservoir, mineral oil is supplied to the rear brake pump which in turn supplies hydraulic system mineral oil under pressure to the horizontally mounted accumulator, the lower distribution valve, and front brakes. 6/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 Non anti-lock braking systems The inboard hydraulic reservoir supplies hydraulic system mineral oi I for the number one system. From the reservoir, mineral oil is supplied to the front brake pump, which in turn supplies hydraulic system mineral oil under pressure to the vertically mounted accumulator, the upper distribution valve, the front brake calipers on the front wheels, the upper cylinders of the rear brake calipers, and the rear suspension struts. The outboard reservoir supplies hydraulic system mineral oil for the number two system. From the reservoir, mineral oil is supplied to the rear brake pump which in turn supplies hydraulic system mineral oil under pressure to the horizontally mounted accumulator, the lower distribution valve, the rear brake calipers on the front wheels and the lower cylinders of the rear brake calipers. When a rectification has been carried out between the brake pumps and the distribution va Ives, or Ieve II i ng valve, it wil I be necessary to bleed at al I the bleed points in that particular circuit. However, if a rectification has been carried out between the distribution valves and the brake calipers, it should only be necessary to bleed at the bleed points between the distribution valve and the calipers in the faulty circuit. Whenever in doubt it is advisable to bleed the complete system. The power brake circuits should be bled at low pressure, ensuring that the systems are depressurized and the mineral oil levels in the reservoirs are kept up to the black line on the sight glass, at all stages of the bleeding operation. To obtain low pressure bleeding of the system(s), depress the brake pedal and open the relevant bleed screw before starting the engine and running it at 1000 rev/min. This ensures the accumulator remains at low pressure. Throughout the bleeding operation, the brake pressure warning panels should be illuminated (see Section G2). Only when bleeding the suspension struts should the systems be fully pressurized and the warning panel lamps extinguished. When bleeding the suspension struts, the interior of the car should be weighted to compress the suspension sufficiently for the levelling valve to actuate, thus allowing pressurized mineral oil to flow to the suspension struts and bleed screw. The engine should be allowed to run for four minutes prior to bleeding, to ensure the systems are fully charged. Bleed the suspension struts until all the bubbles have been expelled then allow fifteen seconds to elapse before fully tightening the bleed screw. Bleeding the systems The following information is a comprehensive bleeding operation which shou Id be carried out to ensure removal TSO 4700 G5-1 of air from the complete hydraulic systems. However, as previously stated, each system can be bled separately at all points downstream of any replacements or pipe disconnections (refer to Sectional bleed requirements). However, if any doubt exists, it is advisable to bleed the complete system concerned. Whilst bleeding is being carried out, it is essential that the mineral oil level in the two reservoirs is kept to the black line on the level indicator sight glass, using clean hydra u Iic system mineral oil. Reference should be made to Chapter D for approved types. All bleed screws should be torque tightened in accordance with the figures quoted in Section G22. When bleeding the hydraulic systems ensure that only equipment suitable for hydraulic system mineral oil is used. See Warning on page G5-1. Anti-lock braking systems (see figs. G5-1 and G5-2) Attach a length of bleed tube to each bleed screw prior to the bleed screw being opened. Immerse the free end of the tube in approximately 25 mm (1 in) of hydraulic system mineral oil contained in a clean bottle. Bleed tube attachment is not necessary when bleeding the accumulators, as bleeding is effected internally through the accumulator valve housing, the mineral oil being allowed to flow back to its respective reservoir when the bleed screw is released approximately one revolution (see Section G9). With the gear selector in the park position and the parking brake applied the following sequence of operations should be carried out, after first noting the following. System 1 bleed points are A, C, F, H, G, I, and J (plus L for 1989 model year cars). System 2 bleed points are B, D, and E (plus K for 1989 model year cars). When bleeding the suspension struts extra care shou Id be taken when slackening the bleed screw as the system will be operating at full pressure. Any hydraulic system mineral oil that has been spilt onto the tyres must be removed. The use of a soap solution and a final rinse with clean water is recommended for this purpose. Under no circumstances should hydraulic system ". "' . Fig. G5-1 A B C D E F G H I Anti-lock braking system bleed points and accumulator test service points (Non-turbocharged cars) Accumulator (No. 1 system) J Rear suspension struts (right-hand side inner sill Accum u Iator { No. 2 system) forward of rear road spring) Deceleration conscious pressure K High pressure {pressure switch) limiting va Ive (orange line No. 2 system) L High pressure (pressure switch) Front caliper left-hand front wheel (red fine No. 1 system) Front caliper right-hand front wheel Right-hand rear caliper (upper cylinder) M High pressure (red line No. 1 system) Right-hand rear caliper (lower cylinder) right-hand drive cars N High pressure (orange line No. 2 system) Left-hand rear caliper (upper cylinder) left-hand drive cars Left-hand rear caliper (lower cylinder) 6188 G5-2 mineral oil be allowed to remain on the tyres for prolonged periods as this will cause tyre damage. 1. Remove fuse A6 from fuse panel F2 on the main fuseboard. 2. Depressurize the hydraulic systems as described in Section G3. Complete depressurization of the suspension stnJts is not necessary. 3. Open the accumulator bleed screws, points A and B. 4. Start and run the engine at 1500 rev/min for one minute. Ensure that the facia warning panels are illuminated (see Section G2). 5. Switch off the engine. 6. Close the accumulator bleed screws, points A and B. 7. Open the bleed screws at points C, D, and E (plus K and L for 1989 model year cars). 8. Depress the footbrake pedal. 9. Start and run the engine at 1000 rev/min. 10. Al low points C, D, and E (plus K and L, if epplica ble) to bleed until air free. 11. Open bleed screws F and G, a Ilow bleeding to start. 12. Close the bleed screws at points C, D, and E (plus K and L, if applicable). Fig. G5-2 A B C D E F G H I 13. Bleed at points F and G until air free. 14. Open bleed screws at points H and I, all ow bleeding to start. Close the bleed screws at points F and G. 15. Bleed at points H and I until air free. 16. Close the bleed screws at points Hand I. 17. Release the footbrake pedal. 18. Add weight to the rear of the car to actuate the levelling valve. 19. Allow the systems to pressurize (facia warning panets extinguished). 20. Open the bleed screw at point J, bleed until air free. 21. Close the bleed screw at point J. 22. Check the hydrau lie system mineral oi I levels in the reservoirs and top-up as necessary. 23. Switch off the engine. 24. · Fit a nJbber dust cover to each bleed screw, end replace the fuse in the fuseboard. Sectional bleed requirements Red pipe line (No. 1 system) Any pipe disturbed between the inboard hydraulic Anti-lock braking system bleed points and accumulator test service points (Turbocharged cars) Accumulator (No. 1 system) J Rear suspension struts (right-hand side inner sill Accumu later (No. 2 system) forward of rear road spring) K High pressure (pressure switch) Deceleration conscious pressure limiting valve (orange line No. 2 system) L High pressure (pressure switch) Front caliper left-hand front wheel { red Ii ne No. 1 system) Front caliper rig ht-hand front wheel M High pressure (red line No. 1 system) Right-hand rear caliper (upper cylinder) right-hand drive cars Right-hand rear caliper (lower cylinder) Left-hand rear caliper (upper cylinder) N High pressure (orange line No. 2 system) right-hand drive cars Left-hand rear ca lip er (lower cylinder) 6/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSO 4700 G5-3 reservoir, front hydraulic pump, accumulator (vertically mounted), upper distribution valve, and rear suspension struts. Bleed the complete system i.e. accumulator, deceleration conscious pressure limiting valve, the upper cylinders on the rear wheel calipers, and the rear suspension struts. Orange pipe line (No. 2 system) Any pipe disturbed between the outboard hydraulic reservoir, rear hydraulic pump, accumulator (horizontally mounted), and lower distribution valve. Bleed the complete system i.e. accumulator and the front brake calipers. Blue pipe line (No. 1 systeml Any pipe disturbed between the upper brak:e distribution valve, modulator, and the rear wheel calipers. Bleed the deceleration conscious pressure limiting valve, and all the cylinders on the rear wheel calipers. Mauve pipe line (No. 2 system) Any pipe disturbed between the lower brak:e distribution valve, modulator, and front brakes. Bleed the front brake calipers. Checking the levels in the hydraulic reservoirs After bleeding, the following procedure should be used when checking the levels in the hydraulic reservoirs. 1. Switch on the ignition. 2. Depressurize the system by using the bleed screws on both hydraulic accumulators until both brak:e pressure warning panels are illuminated. 3. Start the engine and allow to run at idle speed. 4. Allow the height to stabilize, then run the engine for a further four minutes. 5. Check: the levels in each reservoir, adjust to the black: line. Do not overfill the reservoirs. 6. Switch off the engine. 7. Replace the filler blanking plugs. Al 529 Fig. G5-3 A B C D E F G H I J Non anti-lock braking system bleed points and accumulator test service points Accumulator (No. l system) K Left-hand rear caliper (lower cylinder) Accumulator {No. 2 system) L Rear suspension struts (right-hand side inner sill forward of rear road spring) Deceleration conscious pressure limiting valve M High pressure (orange line No. 2 system) Rear caliper left-hand front wheel right-hand drive cars Front caliper left-hand front wheel N High pressure (red line No. l system) Rear caliper right-hand front wheel left-hand drive cars Front caliper right-hand front wheel O High pressure (red line No. 1 system) Right-hand rear caliper (upper cylinder) right-hand drive cars Right-hand rear caliper (lower cylinder) P High pressure (orange line No. 2 system) left-hand rear caliper (upper cylinder) left-hand drive cars 6/88 G5-4 Non anti-lock braking systems (see fig . G5-3) Attach a length of bleed tube to each bleed screw prior to the bleed screw being opened. Immerse the free end of the tube in approximately 25 mm (1 in) of hydraulic system mineral oil contained in a clean bottle. Bleed tube attachment is not necessary when bleeding the accumulators, as bleeding is effected internally through the accumulator valve housing, the mineral o il being allowed to flow back to its respective reservoir when the bleed screvv is released approximately one revolution (see Section G9). With the gear selector in the park position and the parking brake applied the following sequence of operations should be carried out, after first noting the following. System 1 bleed points are A. C, E, G, H, J, and L. System 2 bleed points are 8, D, F, I, and K. When bleeding the suspension struts extra care shou Id be taken when slackening the bleed screw as the system will be operating at fu!I pressure. Any hydraulic system mineral oil that has been spilt onto the tyres must be removed. The use of a soap solution and a final rinse with clean water is recommended for this purpose. Under no circumstances should hydraulic system mineral oil be allowed to remain on the tyres for prolonged periods as this will cause tyre damage. 1. Remove fuse A6 from fuse panel F2 on the main fuseboard. 2. Depressurize the hydraulic systems as described in Section G3. Complete depressurization of the suspension struts is not necessary. 3. Open the accumulator bleed screws, points A and B. 4. Start and run the engine at 1500 rev/min for one minute. Ensure that the facia warning panels are illuminated (see Section G2). 5. Switch off the engine. 6. Close the accumulator bleed screws, points A and B. 7. Open the bleed screws at points C, D, and E. 8. Depress the footbrake pedal. 9. Start and run the engine at 1000 rev/min. 10. Allow points C, D, and E to bleed until air free. 11. Open bleed screws F and G, allow bleeding to start. 12. Close the bleed screws at points C, D, and E. 13. Bleed at points F and G until air free. 14. Open the bleed screws at points Hand I, allow bleeding to start. Close the bleed screws at points F andG. 15. Bleed at points H and I until air free. 16. Open bleedscrewsJ and K, allow bleeding to start. 17. Close the bleed screws at points H and I. 18. Bleed at points J and K until air free. 19. Close the bleed screws at points J and K. 20. Release the footbrake pedal. 21. Add weight to the rear of the car to actuate the levelling valve. 22. Allow the systems to pressurize (facia warning panels extinguished). 23. Open the bleed screw at point L, bleed until air free. 24. Close the bleed screw at point L. 25. Check the hydraulic system mineral oil levels in the reservoirs and top-up as necessary. 6/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 26. Switch off the engine. 27. Fit a rubber dust cover to each bleed screw, and replace the fuse in the fuseboard . Sectional bleed requirements Red pipe line (No. 1 system) Any pipe disturbed between the inboard hydraulic reservoir, front hydraulic pump, accumulator (vertically mounted), upper distribution valve, and rear suspension struts. Bleed the complete system i.e. accumulator, deceleration conscious pressure limiting valve , front calipers on the front wheels, upper cylinders on the rear wheel calipers, and the rear suspension struts. Orange pipe line (No. 2 system) Any pipe disturbed between the outboard hydraulic reservoir, rear hydraulic pump, accumulator (horizontally mounted), and lower distribution valve. Bleed the complete system i.e. accumulator, rear brake calipers on the front wheels, and the tower cylinders on the rear wheel calipers. Blue pipe line (No. 1 system) Any pipe disturbed between the upper brake distribution valve and front calipers on the front wheels and the upper cylinders on the rear wheel calipers. Bleed the deceleration conscious pressure Ii m iti n g va Ive, the front ca Ii pers on the front wheels, and the upper cylinders on the rear wheel ca Ii pers. Mauve pipe line (No. 2 system) Any pipe disturbed between the lower brake distribution valve and rear calipers on the front wheels and lower cylinders on the rear wheel calipers. Bleed the rear calipers on the front wheels and the lower cylinders on the rear wheel calipers. Checking the levels in the hydraulic reservoirs After bleeding, the following procedure should be used when checking the levels in the hydraulic reservoirs. 1. Switch on the ignition. 2. Depressurize the system by using the bleed screws on both hydraulic accumulators until both brake pressure warning panels are illuminated. 3. Start the engine and allow to run at idle speed . 4. Al Iow the height to stabi Iize, th en run the engine for a further four minutes. 5. Check the levels in each reservoir, adjust to the black line. Do not overfill the reservoirs. 6. Switch off the engine. 7. Replace the filler blanking plugs. TSD 4700 G5-5 Section G6 Anti-lock braking system Contents Pages Rolls-Royce Bentley Eight Mulsanne/ Turbo R Continental Mulsanne S Silver Spirit Silver Spur Corniche/ Corniche II Introduction G6-3 G6·3 G6·3 G6-3 G6-3 G6-3 G6-3 Wheel sensors G6-3 G6·3 G6-3 G6-3 G6-3 G6·;3 G6-3 Electronic control unit (ECU) G6-3 G6-3 G6-3 G6-3 G6-3 G6·3 G6·3 Hydraulic modulator G6-3 G6-3 G6-3 G6-3 G6-3 G6-3 G6-3 Precautions G6-3 G6-3 G6-3 G6-3 G6-3 G6-3 G6-3 Anti-lock braking system - To test G6-4 G6-4 G6-4 G6-4 G6·4 G6-4 G6-4 G6-6 G6-6 G6-6 G6-6 G6-6 G6-6 G6-6 Test procedure 6/87 Printed in England © Aolla-Rayce Motor Cars limited 1987 TSO 4700 G6-1 Section G6 Anti-lock braking system Introduction The anti -lock braking system consists of a speed sensor fitted to each wheel, an electronic control unit (ECU), and a three channel hydra u lie mod u !ator. The speed signals from the sensors are continually processed by the ECU. When the brakes are applied, the wheel deceleration and slip is determined by the ECU. Signals from the ECU are fed to the 3-way solenoid valves in the modulator. The modulator then either ho lds pressure, decreases pressure, or allows pressure to increase to the brake calipers. The rear wheels are controlled jointly, using the 'select low' control principle. Failure of the antl-lock braking system is indicated by a warning lamp on the facia, and does not affect no rm a I braking performance. A ch eek for transient malfunctions of the system can be carried out by switching off the ignition and then restarting the engine. Continued illumination will need to be checked as described later in this Section. Whenever any work is carried out which disturbs the anti-lock braking system components, the complete system must be checked with the ABS test box before the car is driven (see Anti-lock braking system - To test). Wheel sensors If any of the wheel speed sensors are found to be defective and need to be replaced, refer to either Chapter H (front hub} or Chapter J (rear hub) for the removal procedure. Electronic control unit (ECU) The electronic control unit situated in the luggage compartment, is mounted on the left-hand side rear wheel arch. Access to the ECU is gained by removing the left-hand side trim panel. Hydraulic modulator The hydraulic modulator is located in the engine compartment forward of the left-hand side suspension spri ng cover (see fig. G6-1 ). The modulator consists of three solenoid valves {one for each front wheel, and one for the rear axle). These valves are actuated by the electronic control unit (ECU). Whenever any work is carried out on the modulator, it is important to note the p ipe connec~ions and return them to the same positions (see fig . G6-2 and Section G2). The modulator is a non-serviceable assembly, therefore if a fault is found, t he complete assembly should be removed and a new one fitted. 6187 Printed in England © Rolls-Royce Motor Cars Limited 1 987 Fig. G6·1 Hydraulic modulator 1 Electrical plug 2 3 Flexible mount Modulator relay - 1 9 8 7 mcx:lel year cars. From 1988 model year the mcx:lulator relay is repositioned in the luggage compartment Precautions lf any work is carried out on a car equipped with an anti-lock braking system, the following points should be observed. 1. Before any welding is carried out on the car, the electrical connection to the ECU shou ld be disconnected. 2. If force drying is to be used after spraying the car, remove the ECU. 3. Always ensure the battery connections are secure. 4. In the event of accident damage or failure of any part in the system, the only serviceable items are. a. ECU b. Relays (ABS and modulator) c. Hydraulic modulator d. Wheel speed sensors. Hydraulic modulator - To remove 1 . Depressu rize the hydra u lie systems as described in Section G3. 2. Disconnect the battery. 3. Ensure the modulator and surrounding area is thoroughly clean . 4 . Disconnectthe hydraulic pipes from the modulator and blank the open ports and pipes. 5. Slide the electrical plug upwards from the modulator. Disconnect the main loom connections TSD 4700 G6-3 from the plug, noting the cable colours and positions. 6. Slacken the nuts securing the modulator to the mounting bracket. Litt the modulator clear of the bracket, taking care to avoid damaging the hydraulic pipes. Hydraulic modulator- To fit To fit the hydraulic modulator, reverse the procedure given for removal noting the following. 1. If a new modulator is to be fitted, the rubber mounts must be transposed from the modulator removed. 2. Alt nuts and setscrews must be torque tightened to the figures quoted in Section G22 and Chapter P. 3. Bleed the system (see Section G5). Anti-lock braking system- To test The anti-lock braking system electronic control unit (ECU) has a self-check programme which is activated whenever the car is operating. Any fau It detected wil I cause the system to switch itself off, indicated by illumination of the ANTI LOCK warning panel on the facia. Before the system is checked with the test box (see fig. G6-3}, switch off the ignition and then restart the engine. If the warning panel is still illuminated, proceed as follow!:, referring also to the Electrical Manual TSD 4701. Section 9. 1. Ensure the ignition ii. switched off and then disconnect the electrical harness plug from the electronic control unit in the luggage compartment. 2. Connect the 35-way connector lead from the test box ( Bosch ABS2 LED KDAS 0003), to the harness plug removed. All tests are carried out with the ignition switch ON. The ignition must be switched off before removing or replacing the multi-pin plug to thP. ECU. The car must not be driven with the test box connected. Note The electronic control unit is not checked. The test box checks the following system components. a. Hydraulic modulator b. Valve relay c. Wheel speed sensors d. Warning lamp e. Cable harness f. Connectors g. Earth connections h. Brake lamp switch signal i. Alternator signal. Description of test box symbols The test box obtains supply voltage from the car's battery. This supply voltage is monitored during the entire testing sequence and in all programme switch settings. One light emitting diode (LED) is constantly illuminated {1) to indicate that the voltage is sufficient. Note When checking with the test box, the system(s) are correct when the LED indicators are illuminated (unless stated). Programme switch position 1 l>l :r:l ::r:1 --- l~) I .6.1 --- A15J1 8 Fig. G6-2 1 2 3 4 5 6 7 8 Hydraulic modulator connections Blue pipe to rear brakes Mauve pipe to rig ht-hand front calipers Mauve pipe to left-hand front calipers White pipe to outboard reservoir Black pipe to inboard reservoir Bonnet support bracket Blue pipe to upper distribution valve Mauve pipe to lower distribution valve 000 000:0: ~ L-J .J. .L. , 2 I -fer I I 3 t I I 5 6 I 7 I 8 '-------4------' 1. LED indicator for earth connection ·1 9/86 G6-4 2. LED indicator for earth connection 2. 3. LED indicator for warning lamp control diode. 4. LED indicators for i nterna I resistances of the mod u Iator sole no id va Ives and the off position of the valve relay. 5. LED indicator for front left-hand wheel. 6. LED indicator for front right-hand wheel. 7. LED indicator for rear axle (bracketed symbol). 8. Not applicable for 3-channel hydraulic modulator. 1. 2. LED indicator for alternator connection. LED in di cato r for stop Iamp switch connection. Programme switch positions 3 and 4 Positions 3 and 4 are not used with this type of antilock braking system. Programme switch position 5 Programme switch position 2 0 0 ~ Functional tests of the solenoid valves and valve relay in the hydraulic modulator, and checking that the solenoid va Ives cha n n e I assignments a re correct. 2 1 2 1 3 6 5 4 Al532 13 Fig . G6-3 1 2 3 4 5 6 7 12 11 10 Anti-lock braking system test box (Bosch ABS2 LED LED indicator for wheel speed 8 LED indicator for battery voltage 9 Prag ram me selection switch 10 LED indicators for switch position 1 LED indicators for switch position 2 11 Adapter Iead to ABS wiring harness 12 Switch position 3 (not used) 13 9 8 7 KDAS 0003) Switch position 4 (not used) LED indicators for switch position 5 Push buttons for 'Reduce pressure' and 'Maintain pressure' (switch posit i an 5) Wheel selection switch LED i ndi cato r for switch position 5 Indicator gauge for switch position 6 9/86 TSO 4700 Printed in England © Rolls-Royce Motors Limited 1966 G6-5 1. Push button and LED indicator for the 'Reduce pressure' function. The LED mu st ii Ium in ate after operating the push button. 2. Push button and LED indicator for the 'Maintain pressure' function. The LED must illuminate after operating the push button. 3. LED indicator for correct functioning of the valve relay. This LED must illuminate continuously when the programme switch is set to position 5. 4. Solenoid valve symbol. Wheel selection switch Right-hand symbol - Rear axle for use with programme switch position 5 (i.e. rear axle modulator solenoid). 5. Rear right-hand wheel for use with programme switch position 6 (i.e. rear right-hand wheel sensor). Not applicable for 3-channel hydraulic modulator when at programme switch position 5. Programme switch position 6 L>l-----2 ~' ~ x~3 ---~I X-4 ~ \ I ~5 I K'1al $p,,•• conltin•r tn luQOtQf C.OITIOfcrtrn•nt Universal, o, any cOl'l\.t•IW other brsko fluid Ne p,tS utn,so, IIR363. l.Jn1vtors.a ~ vu w ut )j)lo,~ "'~ C.t:"":tflfl9:;i.•,1'1••-...t1 ..,.,..,l hi !Q'.14~.:,, 1....~~,,_. _ ffe1n S' Es durlen keine RR363, Vmversal cder andere BremsilUss1gke1ten verwt?nOar w:erden Full Pieno Ple1n Ller>0 r=i1 r .... Y,,""IICf~ : l ~H~ I , ... H'fl[lr•uM:.syuorn ,vs d,m Sp,te1&U>eh•1ta1 v,t'\,Yfndt,n lu..tuti.hilHar ,,,. Gtpickttvm .-,M 500 1111 M,,-1•• 011 °"f011lt1 ~OOtnlOl'IIII.. .,..,.,...,,. iOOrn1 L ..... L, .,..A;,•· r Non usare flu1do per frer1, RR363. Un1versi1 o d, aftro t1p0 No usar RR363. Universal o cu~IQu1er otro llqu,do par~ frenos i J' r=- ~ JL..-.1=} ..i..•)J,, ......,.I ,-,-=;:t. . . .._ ;._J,,,,,:,.,.. ,i r\f ,,.,.,,...,,1o1.,,..f\11i.,.. lit:rl)1"'n;,,,~ .SOO ml d, Ollo M,,...,,,. Aq1.,., 500 m1.,. ~ • ll'l•l'Mlttl ,.,u Voll u1 ,1.... •,r.,...,.,.,,,"• l r,'"'.;,, rt,!/1.~•··· .:(w.• · · ···~ "·"·••l1Q\I. .J u,, ~u-- ,t•'lolur h tcM ) OC4'.>¥tol"'l'l l auttQ liouido P()or ..>' Vw!i, ,nio o4ot) ''"''fl'fl'• per 1'01)1•••1 16r•~1ht;;• f l i.1..-,) 611 ~')<'itt'n•tCr• •:;iocl• '• Conum1to1a d, Kon, t'ltllt tituh•'•· Us.,t \.3 •r.-:otit• o:G'T~ rr111•1,,01 01rf • 11111tt1 • t'l,(11•i,, ll'--O, lHMI dtl r•- •1t1M1t• o.~1•: Si. 1nclU\'6 r•:(e>.•n1• de tOt,tl'l,,t aro ti m•'•<•,o. V - ....,..',.J1ri,.:.liw1LHM1 J :-JV....,.. ......,.,;,i.:u. WARNING. CLEAN fJLLER PlUQ 8EFORE REMOVING. USE ONLY HYDRAULIC SYSTEM MINERAL OIL FROM SEALED CONTAINER. A1536 Fig. G7-4 Hydraulic system mineral oil multi-lingual warning panel Fig. G7-5 Hydraulic system mineral oil reservoir 9/86 G7-2 6. Blank off the pipe ends and the circular manifold covers in the reservoir lids. 7. Remove the two drill screws securing the reservoir bracket to the spring cover support bracket. 8. Remove the three setscrews securing the reservoirs to the side support brackets. Two setscrews secure the reservoirs to the bracket between the spring cover and the bulkhead, and one setscrew secures the small reservoir to the support bracket below the electrical relays. 9. Lift the reservoir assembly clear of the brackets, taking care not to damage any pipes. Reservoirs- To dismantle, clean, and assemble (see fig. G7-5) 1. Remove the reservoirs as described under Hydraulic mineral oil reservoirs -To remove. 2. Remove the tamperproofing wire and seal between the two reservoirs. 3. Remove the setscrew securing the two reservoirs together. 4. Turn each reservoir over and drain the mineral oil into a container. 5. Using tool RH 9885 remove the locking ring securing the reservoir lid. 6. Lift the lid from the reservoir, noting that it will only fit one way into the reservoir. Discard the sealing ring. 7. Remove the star washer from the base of the float assembly shaft. Withdraw the floats and green indicator stem. Note The bottom float has a magnet in the top face. Ensure it is fitted correctly when assembling. 8. The sight glass/float pillar assembly is a serviceable item. The float pillar is bonded to the sight glass, which is an interference fit in the reservoir lid. Therefore, the float pillar assembly shou Id only be removed from the reservoir lid in the event of the reed switch being inoperative. To remove the float pillar, remove the star washer from the base of the sight glass on the underside of the reservoir lid. Push the sight glass/float pillar assembly out of the reservoir lid. Discard the sight glass/float pillar. 9. Remove the reservoir filter from the outlet pipe by removing the crimped securing clip. Note When removing the outlet filter, care must be taken to ensure that the fine mesh of the filter is not torn or damaged. Care must also be taken during dismantling and cleaning to ensure that the reed switch stem is not bent or damaged, as this will cause the switch to be inoperative. 10. Remove the screw securing the manifold in each reservoir lid. Pull out the manifold and rubber seal. Ensure the manifold and seal are kept with their respective reservoir. Note The seals are not interchangeable between large and small reservoirs. 11. Thorough fy clean all parts with petroleum ether (120/160°C}, drying them with dry compressed air. Fig. G7·6 Hydraulic reservoirs tamperproofing 1 Wire and seal Ensure that all holes and pipe outlets are carefully cleaned and have blanks fitted. 12. Assemble the reservoirs by reversing the dismantling procedure noting the following. 13. Always use a new sealing ring on the reservoir lid, and new star washers. 14. Ensure the slot in the reservoir I id engages the locating spigot on the inside of the reservoir neck. 15. The reservoir lid requires one full turn of thread engagement. Ensure the ears on the lid of the small reservoir will not foul on the large reservoir when they are secured together. 16. Fit a new tamperproofing wire and seal between the reservoirs (see fig. G7-6). Reservoirs- To fit and top-up Fit the reservoirs by reversing the procedure given for removal noting the following. 1. When the reservoirs have been fitted, ensure that the bundy pipes are pushed fully into the reservoir manifold (e.g. the swaged part of the pipe engages with the rubber seal). 2. Ensure the mu !ti-lingual warning panel is fitted. 3. Fill the reservoirs with clean hydraulic system mineral oil (see Chapter D). until the top of the green indicator tu be is approximately 3 mm (0.125 in) below the bottom edge of the black ring on the indicator sight glass. 4. Run the engine for approximately four minutes with the car unladen, then top-up the reservoirs until the top of the green indicator tu be is just above the top of the black ring on the indicator sight glass. (approximately 1 to 2 mm {0.040 to 0.080 in)). Never allow the mineral oil level to fall below the minimum level (e.g. top of the green indicator tube below the bottom of the indicator sight glass). 5. Check for leaks, especially around all pipes. connections, etc.• which have been disturbed. 6. The hydraulic systems must then be bled completely as described in Section G5. 1187 TSO 4700 Printed in England G7-3 if> Rolls-Royce Motor Cars Limited 1987 Section GB Hydraulic pumps Introduction The mineral oil hydraulic pumps can be distinguished from those using conventional brake fluid, in that each pump has a green disc fitted beneath the top adapter {see figs. G8-1 and GS-2). Internally the mineral oil pump has a larger diameter plunger than the pumps using RA 363 brake fluid. Also, the seals are made of material that meets mineral oil requirements. The brake pump push rod has a collapsible section of increased diameter. The top edge of the push rod is chamfered for indentification purposes (see fig. GB-1 ). Never fit a brake pump push rod from a conventional (RR 363) brake fluid system as a replacement. When overhauling a mineral oil brake pump always ensure that sealing rings bearing mineral oil identification marks are fitted (see Section G3). Hydraulic pump housing sealing rings - To renew {see fig . GB-2) If hydraulic system mineral oil leakage occurs from a brake pump housing, it is possible to renew the two sealing rings with the pump in position. 7. Depressurize the hydraulic systems as described in Section G3. 2. Ensure that the pump and surrounding area is thoroughly cleaned. 3. Com press the rubber hose section of the hydraulic pump low pressure inlet pipe to prevent mineral oil flow. Remove the hose from the pump inlet pipe and blank the end of the hose. 4. Disconnect the high pressure outlet and low pressure inlet pipes from the hydraulic pump. 5. Remove the circlip from the top of the pump. With draw the outer housing upwards and off the pump. 6. Discard the two sealing rings. Fit new sealing rings after lubricating with clean hydraulic system mineral oil of the approved type. 7. Fit the pump outer housing with care, aligning the port with the inlet pipe. Press the housing firmly into positlon, then fit the circlip (see fig. GB-2). 8. Prime the pump with an approved hydraulic system mineral oil. Connect the low pressure feed and high pressure out/et pipe to the pump. 9. Top-up the reservoir(s) with an approved hydraulic system mineral oil {see Chapter D) . Bleed the hydraulic systems as described in Section G5. Hydraulic pump- To remove 1. Carry out Operations 1 to 5 inclusive of, Hydrau lie pump housing sealing rings-To renew. 2. Using the special box spanner RH 8428, unscrew and remove the pump from its pedestal on the tappet 9/86 Printed in England © Rolls-Royce Motors Limited 1986 1 2 3 A1539 Fig. GB-1 Mineral oil hydraulic pump identification features 1 Smaller pipe connection 2 Green disc 3 Chamfered end face- Push rod ch est cover. Blank off the pedesta I against the ingress of dirt. Note The pump must not be removed by using the top adapter as a spannering point. Hydraulic pump- To dismantle (see fig. GB-2) When two pumps are being dismantled the components from each pump must not be interchanged. 1. Release the lock-nut situated at the top of the brake pump. 2. Remove the adapter from the top of the pump and withdraw the non-return valve assembly from the bore. Note Special too Is RH 9814 and RH 9844 wi 11 be required. Gentle use of a small screwdriver may be necessary to assist removal of the chamfered washer. The washer should be discarded and a new one fitted on assembly. 3. Remove the inlet valve ring, spacer ring, and conical valve spring. 4. From the lower end of the pump, remove the circlip. Withdraw the plunger and spring . TSD 4700 G8-1 5. Carefully withdraw the plunger barrel from the pump body. Note The barrel and plunger are matched ground components and are not interchangeable. 6. Remove and discard the three 'O' rings from the pump body. 7. To dismantle the non-return valve assembly, remove the circlip, push out the valve from the outer body and collect the spring, end stop, and valve. Hydraulic pump components- To clean and inspect Ensure that all tapped holes are free from foreign matter and slivers of thread which might break off 1 10 4 9 8 5 6 Al 5 ¢ 1 Fig. G8-2 Hydraulic pump 1 Identification disc 2 Adapter - high pressure outlet 3 Non-return valve 4 Lock-nut 5 Chamfered ring 6 Outer housing (reversed for front pump) 7 Pump barrel 8 Plunger 9 Inlet valve spring 10 Sealing ring during assembly and become entrapped in the hydraulic system. One method of achieving th is is to screw slave adapters or pipe nuts down the threads before thoroughly cleaning the components in petroleum ether ( 120/160°C), and drying with dry compressed air, not with any type of cloth. It is important that the seating of the valves is correct and that the finely machined barrel and plunger are not scored or damaged. Under normal circumstances after a thorough cleaning and the introduction of a new set of sealing rings, the only parts that might need renewal are the small coil springs. Hydraulic pump - To assemble (see fig. G8-2) Ensure that all sealing rings used, are for use with hydraulic system mineral oil. 1. lubricate all parts including the sealing rings with an approved hydraulic system mineral oil (see Chapter D), prior to fitting in their respective positions. 2. Fit the small 'O' ring into position in the centre bore of the pump body. 3. Insert the plunger barrel into the pump body, pressing it through the sealing ring until it abuts the shoulder. 4. Insert and locate the spacer ring; fit the valve spring (crowned face towards the inlet valve), and the inlet valve into position adjacent to the barrel head. Ensure that the seating face of the valve is free from damage marks, otherwise the efficiency of the pump will be reduced. 5. Assemble the non-return valve, by reversing the procedure given for dismantling. Ensure that the valve is fully seated and the circlip is correctly located in its groove. The end stop should be drawn upwards to abut the circlip. 6. Fit the non-return valve assembly, larger diameter leading, into the pump body adjacent to the spacer ring. 7. Fit a new chamfered sealing ring, small bore diameter leading, into the pump body bore so that it abuts the shou Ider of the non-return valve assembly. 8. Fit the adapte,, identification disc, and lock-nut to the top of the pump body. Torque tighten the adapter to the figures quoted in Section G22. Special tools RH 9814 and RH 9844 will be required. Blank oft the adapter. 9. Fit the coil spring into the lower end of the pump body. 10. Fit the spring to the barrel plunger and carefully insert the plunger into the bore of the barrel. 11. Depress the plunger against spring pressure sufficiently to enable the circlip to be fitted into its location. • 12. Fit the two 'O' rings to the outside of the pump body, after lubricating with suitable mineral oil (see Chapter D}. 13. Fit the pump outer housing with care. Press the housing firmly into position, then fit the circfip. Note The front pump outer housing inlet port faces downwards, the rear pump inlet port faces upwards. 9/86 G8-2 Hydraulic pump- To fit To fit the pumps to the tappet cover, reverse the procedure given for removal noting the following. 1. Using the special box spanner RH 8428, torque tighten the pumps to the figures given in Section G22. Note The top adapter must not be used as a spannering point. 2. Bleed the hydraulic systems as described in Section G5. Check a 11 disturbed pipe connections for leaks. Hydraulic pumps- To test (on the car) 1. Depressurize the system as described in Section G3. 2. Disconnect the accumulator to reservoir return pipe from the appropriate reservoir. Attach a tube onto the end of the pipe and secure the other end of the tube in a clean measuring vessel. 3. Open the bleed screw on the accumulator. 4. Ensure that the appropriate reservoir is fu II and then start the engine. 5. Hyd rau Iic system mi nera I oi I shou Id flow from the tube in a series of spurts, coinciding with each revolution of the camshaft. The rate of flow should be approximately 300 ml per minute, at an engine speed of 1000 rev/min. 6. If hydraulic system mineral oil does not flow, or the pumped quantity is below requirements, the pump shou Id be removed and overhauled. 9/86 Printed in England © Rolls--Royce Motors Limited 1986 TSD 4700 GB-3 Section G9 Hydraulic accumulators Introduction The hydraulic accumulators are mounted at the front of the crankcase, on the 'A' bank side of the engine. The only exception being the Bentley Turbo R, where the accumulators are mounted at the rear of the crankcase, on the 'B' bank side of the engine. The front accumulator (vertically mounted) supplies the No. 1 Hydraulic system; the rear accumulator (horizontally mounted) supplies the No. 2 Hydraulic system. Both accumulators have an internal bleed screw incorporated into the valve housing. Bleeding or depressurizing an accumulator is achieved by slackening the bleed screw (see figs. G9-1 and G9-2), approximately on~ full turn. This allows the hydraulic system mineral oil to return internally through the valve housing to its respective reservoir. In the event of an accumulator failure, a sphere, accumulator valve assembly, and 'O' rings can be obtained as individual items. Alternatively, a complete accumulator can be obtained. Prior to despatch from the manufacturer, all spheres are charged to a pressure of between 60 bar and 64 bar (870 lbf/in 2 and 928 lbf/in 2 ). The charge pressure (in bar) is stamped on the screw head located at the top of the sphere. Whenever a sphere is found to be below a working pressure of 31 bar (450 lbf/in 2 ) a replacement sphere must be fitted. Never attempt to recharge a sphere. Hydraulic accumulator sphere - To renew whilst in position (see figs. GS-1 and G9-2) On cars other than the Bentley Turbo R, to remove the sphere from No. 2 system the sphere from No. 1 system will have to be removed first. On Bentley Turbo R cars to remove the No. 2 system sphere, the complete accumulator of No. 1 system will have to be removed, refer to Hydraulic accumulator - To remove. 1. Depressurize the hydraulic system(s) as described in Section G3. 2. Carefully hold the valve body of the accumulator. Then, using a suitable chain wrench located around the circumference of the sphere, unscrew and remove the sphere from the valve housing. Disca rd the sealing ring (see fig. G9-3). 3. Locate a new sealing ring lubricated with clean hydraulic system mineral oil into the valve body. 4. Fit the new sphere to the valve body and torque tighten to the figures quoted in Section G22. 5. After fitting the sphere, top-up the reservoir(s} with a recommended hydraulic system mineral oil (see Chapter D). With the engine running, check for leaks. 6. Test the accumulator(s) as described in Hydraulic accumulator- To test. 9/86 Printed in England © Rolls-Royce Motors Limited 1986 10 9 8 7 6 A1541 Fig. G9-1 Hydraulic accumulators (excluding Bentley Turbo RI 1 Low pressure return to reservoir 2 Accumulator (No. 2 system) 3 High pressure inlet from pump 4 Accumulator (No. 1 system) 5 Low pressure return to reservoir 6 Bleed screw 7 High pressure outlet to upper distribution valve and suspension struts 8 High pressure in let from pump 9 High pressure outlet to lower distribution valve 10 Bleed screw 7. Bleed the hydraulic system(s) as described in Section G5. Hydraulic accumulator-To remove It should be noted that the high pressure pipe connections on the accumulators are of the rubber sleeve type (see Section G4). All pipes and ports should have blanks fitted when disconnected. 1. Depressurize the hydraulic system as described in Section G3. 2. Disconnect the high pressure outlet pipe (red or orange) from the accumulator and connector block; remove the pipe. 3. Disconnect the high pressure inlet pipe from the accumulator. Note On all cars except the Bentley Turbo R when removing a front accumulator it will be TSD 4700 G9-1 necessary to detach the outlet pipe from its mounting bracket. This allows the inlet pipe to be withdrawn from the accumulator port. 4. Fit a hose clamp to the hose of the accumulator return pipe. This prevents the flow of hydraulic system mineral oil from the reservoir. 5. Unscrew the worm drive clip on the accumulator return pipe connection and withdraw the hose from the accumulator. 6. Remove the setscrew from the mounting bracket at the end of the accumulator. 7. Support the accumulator, then remove the two remaining securing bolts. Lower the accumulator from the engine. Hydraulic accumulator-To fit Fit the accumulator to the engine by reversing the 10 Fig. G9-2 9 8 7 6 Al542 Hydraulic accumulators (Bentley Turbo RI 1 High pressure inlet from pump 2 Bleed screw 3 Low pressure return to reservoir 4 High pressure inlet from pump 5 High pressure outlet to lower distribution valve 6 Bleed screw 7 Low pressure return to reservoir 8 Accumulator (No. 2 system) 9 Accumulator (No. 1 system) 10 High pressure outlet to upper distribution valve and suspension struts procedure given for removal, noting the following. 1. When fitting the high pressure pipe connections, new rubber sleeves must be fitted to the pipe ends. 2. All setscrews and pipe connections must be torque tightened in accordance with the figures quoted in Section G22 and Chapter P. 3. After fitting, top-up the reservoir(s) with a recommended hydraulic system mineral oil (see Chapter D). With the engine running, leak check all joints and unions which have been disturbed. 4. Test the accumulator as described in,Hydraulic accumulator - To test. 5. Bleed the hydraulic system(s) as described in Section G5. Accumulator valve housing assembly - To dismantle (see fig. G9-4) 1. Remove the accumulator as described under Hydraulic accumulator - To remove. 2. Carefully hold the valve housing in a vice. Using a suitable strap spanner located around the circumference of the sphere, unscrew and remove the sphere from the valve housing. Discard the sealing ring (see fig. G9-3). 3. Remove the setscrew securing the connection valve retaining plate (see item 3). Remove the plate and valve ball. 4. Remove the bleed screw and ball (see item 1). Remove and discard the 'O' ring from the bleed screw. 5. Position the valve housing onto a press and depress the spring retaining plug (see item 2) sufficiently to allow the snap ring to be removed. 6. Release the pressure on the retaining plug and remove the plug, adjusting washers (if fitted), spring, and spring retainer. Remove and discard the 'O' ring from the retaining plug. 7. Remove the connection valve (see item 3). The valve can only be removed from the sphere end of the housing. 8. Position the housing onto a press with the cut-out spring housing (see item 4) located under the spindle. Apply sufficient pressure to retain the housing when the retaining screws are removed. 9. Remove the screws and carefully ease off the pressure. 10. Remove the spring housing, adjusting shims (if fitted), spring, spring seating, and the cut-out valve. The cut-out valve contains a stop ring and therefore can only be removed in the direction of the cut-out chamber. Remove and discard the sealing ring from the cut-out chamber. 11. Thoroughly clean al I components with petroleum ether (120/l 60°C). Dry with dry compressed air. Do not use any type of cloth. Accumulator valve housing assembly - To assemble (refer to fig. G9-4) During assembly, ensure that all components are handled with care. Also, meticulous care must be taken during assembly to ensure that complete cleanliness is maintained. 1. Fit a new 'O' ring to the bleed screw (see item 1 ). 9/86 G9-2 Inspect the ball and if not damaged, place the ball onto its seating. If the ball is damaged, replace with a new one. Screw in the bleed screw; do not overtighten. 2. Lubricate the connection valve (see item 3) with clean hydraulic system mineral oil and then fit the valve into the body ensuring that it slides into position. 3. Fit a new 'O' ring to the spring retaining plug (see item 2). Fit the spring retainer, spring, adjusting washers (if previously fitted), and the spring retaining plug. Position the retaining plug under a press and depress the plug sufficiently to enable the snap ring to be fitted. Remove the valve housing from the press. 4. Inspect the connection valve ball (see item 3) and if not damaged place the ball onto its seating. If the ball is damaged, replace with a new one. Fit the connection valve retaining plate (see item 3) and secure with the setscrew. 5. Inspect the cut-out valve (see item 4) to ensure that the stop ring is fitted. Lubricate the cut-out valve with clean hydraulic system mineral oil and then fit the valve into position. 6. Fit a new sealing ring (see item 4) into the cut-out chamber. Position the valve housing onto a press and then fit the spring seating, spring. adjusting shims ( if previously fitted) and spring housing. Apply sufficient pressure onto the spring housing to enable the two retaining screws to be fitted. Aher tightening the screws remove the valve housing from the press. 7. Lubricate a new sealing ring (see item 5) with clean hydraulic system mineral oil and then fit the ring into position. 8. Fit the sphere to the valve body and torque tighten to the figures quoted in Section G22. 9. Fit the accumulator(s) as described under Hydraulic accumulator - To fit. Hydraulic accumulator - To test 1. Depressu rize the hydrau lie system as described in Section G3. 2. Fit the pressure gauge RH9727 into the service points of the relevant system by means of a suitable high pressure pipe. The service points are shown in Section G5. 3. Start the engine. The gauge needle should immediately rise to approximately 62 bar (900 lbf/in2 ) on a new sphere, indicating the nitrogen gas pressure in the accumulator sphere. The pressure should then slowly rise to between 165 bar and 180 bar (2393 lbf/in• and 2610 lbf/in'). At this pressure the accumulator cut-out valve should actuate and the pump cease to charge the accumulator. 4. After the cut-out pressure has been reached, note the pressure to which the gauge settles. This settling takes up to one minute and the pressure should not be more than 10 bar (150 lbf/in 2 ) below the cut-out pressure. The pressure should then remain steady unless the brake pedal is applied or the levelling system actuated. 5. Fit a bleed tu be onto the bleed screw of the gauge Al54~ Fig. G9-3 Hydraulic accumulator with sphere removed connecting pipe. Open the bleed screw and allow the pressure gauge reading to fall. When the pressure has fallen to between 140 bar and 155 bar (2030 lbf/in2 and 2248 Ibf/in 2 ) the accumulator control valve shou Id allow the hydraulic pump to recharge the accumulator. 6. If, on first starting the engine, the pressure gauge needle fluctuates violently, rapidly climbs to 172 bar (2500 /bf/in 2 ) and then immediately falls to zero on application of the brake pedal, complete loss of nitrogen gas pressure from the accumulator sphere is indicated. 7. In the event of the nitrogen gas pressure of the accumulator being less than 31 bar (450 lbf/in•) (refer to Operations 3 and 6) the accumulator sphere must be renewed. 8. If the cut-in and cut-out pressures of the accumulator are outside the limits quoted in Operations 3 and 5 the accu mu lator valve assembly must be renewed. 9. If the pressure continues to fal I after the accumulator has reached the cut-out pressure of between 165 bar and 180 bar (2393 lbf/in2 and 2610 lbf/in 2 ) and then settles, an internal leak is indicated. 10. If observations of the gauge show that the pump is still pumping (needle fluctuating with the pump pulses) without giving a rise in pressure, then there is a leak equal to the pump flow at that pressure. Pump 'cut-out' indicated by the change in the audible note of the pump, can be heard if the end of the engine dipstick is placed on top of the pump and used as a hearing aid. To verify an accumulator internal leak, depressurize the system and remove the gauge from the service point. Secure the service point to withstand hydraulic pressure. The following action separates the accumulator from the rest of the system and allows the 9/86 TSD 4700 Printed in England © Rolls-Royce Motors Limited 1 986 G9-3 ;.1544 Fig. G9·4 Accumulator valve housing assembly 1 Bleed screw, 'O' ring, and seating ball 2 Valve housing, retaining plug, and associated components 3 Connection valve and associated components 4 Cut-out housing and associated components 5 'O' ring -Accumulator valve housing to sphere 9/86 G9-4 accumulator and hydraulic pump to be checked thoroughly. Disconnect the 'accumulator to frame' high pressure steel braided hydraulic hose from the junction block located at the engine end. Blank off the steel braided hydraulic hose. Fit the pressure gauge RH9727 into the junction block. Start the engine and observe the pressure. If the symptoms persist (check that the accumulator bleed screw is sealing correctly), the accumulator valve assembly has an internal leak and the valve assembly should be renewed. If however, the gauge now behaves correctly and the pump can be heard to cut-out, the leakage is occurring downstream and a component isolating procedure should be undertaken. The component isolating procedure necessary to locate the fault, consists of depressurizing the systems, then removing or blanking off the pressure feed to the various components in turn and repeating the test procedure. The pressure feeds to the components can be readily identified from the colour coding chart (see Section G4). Note Always ensure that the mineral oil in the reservoirs is just below the black line on the indicator sight glass at all times during the test procedure. When a unit has been blanked off, before removing the blank, the systems must be depressurized either by continuous system operation with the engine switched off, or by bleeding the appropriate accumulator until it is depressurized. After tests have been carried out involving blanking off of components, all blanks should be removed and the components reconnected. The systems shou Id then be bled in accordance with the information given in Section GS. 9/86 TS04700 Printed in England G9-5 © Rolls-Royce Motors Limited 1 986 Section G10 Deceleration conscious pressure limiting valve Introduction The deceleration conscious pressure limiting valve is non-adjustable and must not be serviced other than for the renewal of valve seals. If a valve is found to be faulty and renewal of the valve seals does not rectify the problem, it will be necessary to fit as a replacement, a complete deceleration conscious pressure limiting valve. On cars fitted with an anti-lock braking system, the deceleration conscious pressure limiting valve is mounted on the left-hand side of the car, rearward of the central crossmember. On cars not fitted with an anti-lock braking system, the valve assembly is mounted at the rear of the brake actuation assembly. To enable the valve to be identified as a hydraulic system mineral oil component, the body of the valve is coloured green and a green identification tab is fitted to the valve bleed screw. Under no circumstances should a complete valve assembly or seals for use with conventional brake fluid (i.e. RR363) systems be fitted, as a replacement. During dismantling and assembly, cleanliness of components is of the utmost importance. Deceleration conscious pressure limiting valve - To remove 1. Place the car on a ramp. 2. On cars not fitted with an anti-lock braking system, remove the undershield protecting the brake actuation linkage. 3. Depressurize the hydraulic systems as described in Section G3. 4. Disconnect the two pipes from the pressure limiting valve; blank off the pipe ends and valve ports. 5. On cars not fitted with an anti-lock braking system, remove the split pins and nuts from the two valve mounting bolts. Withdraw the bolts and remove the valve and distance pieces. On left-hand drive cars the angular end plate must be removed from the mounting bolts. 6. On cars fitted with an anti-lock braking system, remove the two mounting bolts and withdraw the valve. Deceleration conscious pressure limiting valve seals -To renew 1. Remove the valve from the car as described under T815 Fig. G10·1 Deceleration conscious pressure limiting valve 9/86 Printed in England @ Rolls-Royce Motors Limited 1986 TSO 4700 G10-1 Deceleration conscious pressure limiting valve - To remove. 2. Unscrew the end plug from the valve. Remove the internal components and discard the two valve seals. 3. Thoroughly clean all the components in petroleum ether (120/160°C). Dry with dry compressed air, not with any type of cloth. 4. Ensure that all components are smooth and free from scratches, burrs, etc. Then, assemble the valve assembly using a new valve seal kit. 5. Fit the end plug and torque tighten to between 34 Nm and 47 Nm (3,5 kgf m and 4,8 kgf m; 25 lbf ft and 35 lbfft). Deceleration conscious pressure limiting valve- To fit To fit the pressure limiting valve reverse the procedure given for removal noting the following. 1. All nuts must be torque tightened in accordance with the figures quoted in Section G22, prior to the split pins being fitted. 2. On completion the hydraulic system must be bled as described in Section G5. 9/86 G10-2 Section G11 Brake distribution valves Introduction The brake distribution valves fitted to cars with mineral oil hydraulic systems are identical in appearance to those fitted to cars using conventional brake fluid (i.e. RR363). In order to identify valves suitable for use with hydraulic system mineral oil the valve body and end plug are painted green. Under no circumstances should a distribution valve designed for use with a conventional brake fluid system be fitted as a replacement. The distribution valves are situated one above the other within the brake actuation linkage assembly. They operate when the footbrake is applied through a linkage and balance lever arrangement (see fig. G12·1). Both valves are identical in operation but have differing mounting points and pipe arrangements. Corresponding valves on right-hand and left-hand drive cars are identical. Complete distribution valve assemblies are available as service exchange units. Only the rubber end cover, return spring, and end plug sealing washer are available as separate items. The remaining working parts are subject to very fine limits and are therefore selectively assembled by the manufacturer. Note The design of the valve is such that to provide adequate lubrication for the 0,0025 mm (0.0001 in) clearance between the operating valve and its bore, a small hydraulic system mineral oil 'leak-off' is permitted. This leakage is visible and takes the form of a small droplet of mineral oil hanging from the valve base. This is normal. To determine if a valve is leaking excessively, thus requiring renewal, check that the 'leak-off' does not impair the braking efficiency of the car or cause a noticeable reduction in the level of hydraulic system mineral oil in the reservoir. If these conditions are satisfied the valve shou Id be regarded as serviceable. Brake distribution valve - To test (on the car) 1. Place the car on a ramp. 2. Remove fuse A6 from fuse panel F2 on the main fuseboard. 3. Depressurize the hydraulic systems as described in Section G3. 4. Remove the u ndershield from around the brake actuation linkage. 5. Connect pressure gauge RH9727 GMF (ensuring that a length of high pressure pipe is attached) into the high pressure outlet port of the distribution valve (blue or mauve pipe). Alternatively, connect the gauge to any convenient ju netion between the valve and the brake calipers it supplies; for example the brake caliper bleed screw points. Note Pressure gauge RH9727 GMF is capable of 9/86 Printed in England © Rolls-Royce Motors Limited 1986 reading from zero to 207 bar (zero to 3000 Ibf/in 2 ). 6. Start the engine and depress the brake pedal. The brake line pressure shown on the gauge should be proportional to the load applied to the pedal, provided that the accumulators are fully charged. For a 200 N (45 lbf) load on the pedal, the line pressure should be approximately 69 bar (1000 lbf/in 2 ). It should also be possible to achieve a line pressure of 138 bar (2000 Jbf/in2 ) for a pedal pressure of approximately 333N (75 lbf). When the load on the brake pedal is continuously varied, the brake line pressure should also vary accordingly, without any marked lag or jerkiness. If the above effort/pressures are not obtainable or actuation shows marked lag or jerkiness on the gauge, the distribution valve may be considered faulty and must be renewed. 7. If a system internal leakage investigation, as described in Section G9, under Hydraulic accumulators - To test, shows a distribution valve to be the cause of a loss in accumulator pressure the actual leakage can be checked as follows. 8. Disconnect the low pressure return line from the distribution valve port (black or white pipe). Blank the end of the pipe to prevent drainage of the reservoir. 9. Insert a union and a length of pipe into the distribution valve low pressure return port and place the open end of the pipe into a clean container. 10. Start the engine but do not depress the foot brake pedal. 11. Top-up the reservoir continuously to keep the hydraulic system mineral oil level up to the black line on the indicator sight glass. For the valve to be acceptable the hydraulic system mineral oil leakage should not exceed 25 ml (0.875 fl oz} per half hour with the valve in the 'off' position (i.e. brake pedal not applied) or 50 ml (1. 75 fl oz) per minute with the brake pedal depressed and held steady under a load of 200 N (45 lbf). This load is equivalent to a brake line pressure of 69 bar (1000 lbf/in 2 ). If the valve leakage exceeds these figures it must be renewed. Brake distribution valves- To remove 1. Place the car on a ramp and depressu rize the hydraulic systems as described in Section G3. 2. Remove the undershield from around the brake actuation linkage. 3. Remove the pipes from each valve. Blank off the pipe ends and valve ports. 4. Unlock and remove the securing bolts from each valve, draw the rubber boot seal off the valve. Taking care not to bend the valve actuation push rod, move each valve forward and downward, out of the actuation linkage assembly. TSD4700 G11-1 TS16 Fig. G11-1 Brake distribution valve Brake distribution valve- To dismantle (see fig. G11-1) 1. Remove the end plug and sealing washer; collect the return spring. 2. Carefully remove the valve stem. Extreme care should be taken to ensure that the valve stem and its operating bore do not become scratched or damaged. 3. Carefully wash all parts in petroleum ether (120/160°C). Ory with dry compressed air, not with any type of cloth. Brake distribution valve - To inspect 1. Carefully examine the fine limit bore of the valve insert and the outside diameter·of the valve stem. Each surface should be smooth and free from scratches. 2. Lubricate the bore of the valve insert and the valve stem with clean hydraulic system mineral oil. Carefully fit the valve stem into the valve insert bore and check for any axial wear. There should only be sufficient clearance to allow the valve stem to slide freely in the bore; the stem and bore having a clearance of 0,0025 mm (0.0001 in). 3. Wash the parts in petroleum ether ( 120/160°C). Dry with dry compressed air, not with any type of cloth. 3. Fit a new sealing washer to the end plug. Fit and torque tighten the plug to between 82 Nm and 88 Nm (8,3 kgf m and 9,0 kgf m; 60 lbf ft and 65 lbf ft). 4. Ensure that the inward and return movement of the valve stem is smooth and does not bind or stick at any point along its travel. Brake distribution valve - To fit Fit the distribution valves by reversing the procedure given for removal noting the following. 1. If a replacement valve is being fitted, remove one of the blanking plugs and allow any hydraulic system mineral oil to drain from the valve. Fit the plug. 2. Torque tighten the mounting bolts and pipe connections in accordance with the figures quoted in Section G22 and Chapter P. Lock the securing bolt tab-washers. 3. On completion, the hydraulic systems must be bled as described in Section GS. Brake distribution valve-To assemble 1. Lubricate the bore of the va Ive insert and the valve stem with an approved hydraulic system mineral oil (see Chapter D). 2. Carefully insert the valve stem into the valve insert bore until fully seated. Fit a new return spring. 9/86 G11-2 Section G12 Brake actuation linkage assembly Pages Contents Rolls-Royce Silver Silver Spirit Spur Corniche Corniche II Bentley Eight Mulsanne Turbo R Continental Introduction G12-3 G12-3 G12-3 G12-3 G12-3 G12-3 G12-3 G12-3 Brake actuation linkage assembly-To remove G12-3 G12-3 G12-3 G12-3 G12-3 G12-3 G12-3 G12-3 Brake actuation linkageTo dismantle G12-4 G12-4 G12-4 G12-4 G12-4 G12-4 G12-4 G12-4 Brake linkage assembly bushes and pivot pins To renew G12-5 G12-5 G12-5 G12-5 G12-5 G12-5 G12-5 G12-5 Brake actuation linkage To assemble G12-5 G12-5 G12-5 G12-5 G12-5 G12-5 G12-5 G12-5 Brake actuation linkage To adjust G12-6 G12-6 G12-6 G12-6 G12-6 G12-6 G12-6 G12-6 Distribution valve push rods-To set G12-6 G12-6 G12-6 G12-6 G12-6 G12-6 G12-6 G12-6 Rubber 'feel' cone - To set G12-6 G12-6 G12-6 G12-6 G12-6 G12-6 G12-6 G12-6 Main 'feel' spring - To set G12-6 G12-6 Gl2-6 612-6 G12-6 G12-6 G12-6 G12-6 Brake pedal height setting G12-6 G12-6 G12-6 G12-6 G12-6 G12-6 G12-6 G12-6 Brake pedal height - To check G12-7 G12-7 G12-7 G12-7 G12-7 G12-7 G12-7 G12-7 Brake pedal lever-To remove G12-7 G12-7 G12-7 G12-7 G12-7 G12-7 G12-7 G12-7 Brake pedal lever-To fit G12-7 Gl2-7 G12-7 G12-7 G12-7 G12-7 Gl2-7 G12-7 Brake stop lamp and speed control switches - To adjust G12-7 G12-7 G12-7 G12-7 G12-7 G12-7 Gl2-7 G12-7 9/86 Printed in England © Rolls-Royce Motors Limited 1986 TSD 4700 G12-1 Section G12 Brake actuation linkage assembly system mineral oil and bear the relevant identification markings (see Sections G 10 and G 11 ). Under no circumstances must valves for use with conventional brake fluid systems (i.e. RR363) be used for replacements. Introduction The brake actuation linkage assembly is mounted just rearward of the toe board. On right-hand drive cars the assembly is positioned just inboard of the body sill. On left-hand drive cars the assembly is fitted adjacent to the inner side of the body longeron. The assembly houses the distribution valves, speed control switch, stop lamp switch, and on cars not fitted with an anti-lock braking system, the deceleration conscious pressure limiting valve. The assembly being the same for both right and left-hand drive cars. Always ensure that replacement distribution valves and the deceleration conscious pressure limiting valve (iffitted) are for use with hydraulic 1 2 Brake actuation linkage assembly- To remove Place the car on a ramp; depressurize the hydraulic systems as described in Section G3. 2. Disconnect the battery. 3. Remove the undershield from a round the linkage assembly. 4. Disconnect the Lucar connections, then remove the brake stop lamp switch, speed control switch, and mounting bracket. 1. 4 3 I 7 9 Fig. G12-1 1 Brake actuation linkage assembly Return springs 2 Pedal 'feel' spring 3 Balance lever assembly 4 Brake actuation operating rod 5 Pedal 'feel' rod 6 Brake pedal lever 9/86 Printed in England @ Rolls-Royce Motors Limited 1986 6 r210 Upper distribution valve (No. 1 system) Lower distribution valve (No. 2 system) 9 Off stop bracket 10 Deceleration conscious pressure limiting valve on cars not fitted with an anti-lock braking system 7 8 TSO 4700 G12-3 5. Remove the brake pedal pinch bolt from the upper end of the brake peda I lever and ease the pedal stem out of the lever. Collect the rubber seal. 6. Disconnect the pipes from the distribution valves and deceleration conscious pressure limiting valve (if fitted). Blank off all exposed pipe ends and valve ports. 7. Remove the setscrews {right-hand drive cars) or bolts and nuts (leh-hand drive cars) securing the linkage assembly side plates at the forward end. Suppof1 the linkage assembly and remove the two rear securing setscrews. Lower the assembly from the car. Fig. G12-2 On leh-hand drive cars, the brake pedal lever must be withdrawn from the rubber sealing boot when lowering the actuation linkage from the car. Important Under no circumstances should the brake actuation assembly be allowed to hang from the brake pedal, supported by the actuation rod, as this may result in the rod being bent. Brake actuation linkage - To dismantle Prior to dismantling the linkage a note should be taken of the relative positions of the dista nee pieces and bolt direction (see figs. G12-1 and G12·2). Brake actuation linkage balance lever assembly 9/86 G12-4 1 2 3 ' I 4 5 \ I "· ! I \ I I 10 Fig. G 12-3 Brake actuation linkage adjustment points 1 Brake pedal lever adjustment block 2 Rubber 'feel' cone 3 Brake actuation operating rod 4 Main 'feel' spring 5 Feel spring adjustment screw 1. Remove the brake actuation linkage from the car as described previously. 2. Remove the split pin and clevis pin from the operating rod pivot on the brake pedal lever. 3. Remove the three springs from the rear of the linkage. 4. Remove the split pin and nuts from the end of the pedal 'feel' rod. 5. Remove the 'off' stop bracket from behind the balance levers. 6. Remove the pivot bolt from the lower end of the ba la nee Ieve rs. Ease the Ieve rs rearward and ca refu Ily withdraw the balance lever push rods from the distribution valves. Remove the distance pieces and pivot tube from the lower end of the balance levers. 7. Lift the levers clear of the side plates and withdraw the 'feel' rod from its retaining bar. Collect the conica I rubber and abutment cups. 8. Remove the split pin from one side of the 'fee I' rod pivot pin, withdraw the pin and collect the collar. 9. Remove the two bolts retaining the pivot arms to the balance levers. Noting their positions collect the washers, distance pieces, and pivot tubes. 10. Remove the balance levers from each side of the distribution valve push rod equalizing block, collect the pin retaining plates. Note The levers and pivot pins are clearance fits and are easily removed. 9/86 Printed in England © Rolls-Royce Motors Limited 1986 I 8 6 6 7 8 9 10 A.1559 Off stop bracket Balance lever push rods Distribution valve stems Brake stop lamp switch Speed control switch Brake linkage assembly bushes and pivot pins- To renew 1. Remove and dismantle the brake linkage as described previously. 2. Carefully press the bushes requiring renewal out of their locations and fit new bushes. The bush bores are machined to final size, therefore no reaming or boring is necessary. 3. Any pivot pins that are worn or damaged must be renewed. Brake actuation linkage - To assemble Assemble the Ii n kag e by reversing the di sma ntl in g procedure, noting the fol lowing. 1. Clean a II components prior to assembly. Lightly lubricate the linkage pivots, the protruding parts of the distribution valve stems, and the push rod location bores with Molytone 'C' grease of any approved a lte rn ati ve. 2. All bolts and nuts must be torque tightened to the figures quoted in Chapter P before split pins are fitted and tab-washers secured. 3. The linkage should operate freely when located between the assembly side mounting plates. All levers must be absolutely free to move with negligible friction on their pivots. Distance tubes must be similarly free in the Oil ite bushes. Note All bolts should be fitted in the directions TSD 4700 G12-5 shown in figure G 12-1 in order that certain individual items may be removed without removing the complete assembly from the car. Brake actuation linkage - To adjust Adjustment of the actuation Ii nkage should be carried out in the following sequence. a. Distribution valve push rod clearance. b. Rubber 'feel' cone setting. c. Main 'feel' spring setting. d. Brake pedal height setting. Note Adjustment 'a', 'b', and 'c' can be carried out with the actuation linkage assembly removed from the car. Distribution va Ive push rods - To set (see fig. G 1 2-3 J 1. Slacken and unscrew the brake 'feel' rod adjusting nuts until clearance is obtained between the 'feel' rod mounting block and the rubber cone seat. 2. Remove the 'fee I' rod and return springs. 3. Slacken the four bolts securing the 'off' stop bracket to the actuation linkage side plate. 4. Slide the 'off' stop bracket forward on the elongated holes until a clearance of up to 0,25 mm (0.010 in) is obtained between the balance lever push rods and the distribution valve stems; with no preload being applied to the va Ive stems. Ensure that the 1 Fig. G12·4 1 2 3 4 5 A B C 2 3 4 5 Brake pedal height settings Brake lever Brake lever setting gauge Rubber seal Toeboard seal and housing Pedal height checking template 99,06 mm to 98,30 mm (3.90 in to 3.870 in) 38,10 mm to 37,97 mm (1.50into 1.495in) 0,38 mm to 5,08 mm (0.015 in to 0.20 in) T 213 setting is eq ua I on each valve, then tighten the bracket securing bolts. Note It will be necessary to draw back the two rubber dust covers on the distribution valves in order to check the push rod to distribution valve stem clearance. Rubber 'feel' cone - To set (see fig. G 12-3) 1. Fit the two return springs to the linkage assembly. At this point the two abutment cups and the rubber 'feel' cone shou Id be loose and free to slide on the shaft. 2. Tighten the adjusting nut u nti I the clearance between the abutment cups and the rubber cone has been removed, without a pre-load being applied to the rubber cone. 3. Securely tighten the lock-nut onto the adjusting nut, then depress and release the brake peda I several times to ensure that the cone is seated correctly. Recheck the cone setting. Ensure that a security split pin is fitted to the end of the shaft. Main 'feel' spring- To set (see fig. G12-3) 1. Ensure that the actuation assembly remains in the 'off' position. 2. Fit one end of the 'feel' spring into the adjusting screw located in the centre of the spring anchor rod. 3. Rotate the spring and screw half a turn at a time in the direction required u nti I the spring can be fitted into the 'fee I' rod hook. With no cl ea ran ce between the spring and hook, ensure that there is no spring pre-load. Note It is necessary to stretch the spring over the hook to obtain the correct position where cleara nee is determined. 4. Remove the spring from the hook and rotate the spring and screw 1V2 turns clockwise, when viewed from the brake pedal end of the assembly (i.e. effectively tensioning the spring). Fit the spring onto the hook. Note It is essential to follow both of the previous setting instructions accurately as deviations will completely alter the subjective feel and acceptability of brake control. Clea ranee between the rubber 'fee I' cone and its abutments will cause a spongy, long travel pedal feel at low decelerations. Any pre-load on th is rubber wil I cause jerky initial braking under these conditions. Inadequate pre-load on the rear tension spring will produce unwanted free travel at the pedal followed by jerky initial braking. Too much pre-load will give jerky initial braking followed by a period of 'spongy' pedal travel. Brake pedal height setting (see figs. G12-4 and G12-5) This setting can only be carried out with the actuation Ii nkage assembly fitted to the car. 1. Locate the setting gauge into the brake pedal stem hole in the end ofthe pedal lever (see fig. G12-4). Raise the pedal lever until the gauge touches the underside of the toeboa rd sea I housing. 9186 G12-6 2. Adjust the block on the lever operating rod until the hole in the block aligns with the hole in the pedal lever. Note Shortening the rod length reduces the gap between the pedal lever and seal plate, half a revolution of the block being equal to appro> Rolls-Royce Motors Limited 1 986 Fig. G13-1 1 2 3 Priority valve (No. 1 system) High pressure line (Red No. 1 system) Low pressure return (Black No. 1 system) Priority valve body ensuring that a new 'O' ring and aluminium washer are fitted. 2. Torque tighten the switch housing to the valve body to between 75 Nm and 81 Nm (7,7 kgf m and 8,2 kgf m; 55 lbf ft and 60 lbf ft). Finally, torque tighten the switch housing cap to between 17 Nm and 20 Nm (1,7 kgf m and 2,0 kgf m; 12 lbf ft and 15 lbfft). Priority valve- To fit (see fig. G13-1) Reverse the procedure given for removal, ensuring that the pipe connections are torque tightened to between 7 Nm and 9 Nm (0,7 kgf m and 0,9 kgf m; 51bfftand7 lbfft). Priority valve- To test 1. Depressu rize the hydraulic systems as described in Section G3. 2. Connect the pressure gauge RH9727 into the service point of No. 1 system (refer to Section G5). 3. Add weight to the luggage compartment of the car equal to 140 kg (300 lb). 4. Start and run the engine at approximately 1000 rev/min. 5. Note the pressure registered on the pressure gauge at the point that the car commences to level. This pressure must not exceed 120,7 bar (1750 lbf/in'). TSD 4700 G13-1 The pressure warning lamp will extinguish before the valve opens and the maximum pressure has been attained. 6. Switch off the ignition. 7. Attach a bleed pipe to the rear suspension struts bleed screw. Carefully open the bleed screw and allow the hydraulic system mineral oil to flow into a clean container until the levelling system is fully exhausted, indicating that the priority valve has closed. Whilst the pressure is decreasing the priority valve must close before the pressure warning lamp illuminates. 8. The pressure retained in the braking system (registered on the gauge) with the priority valve closed must not be less than 86,2 bar (1250 lbf/in2 }. 9. If the priority valve operating pressures are not within the above Ii mits the complete assembly must be renewed. 10. On completion of the test, top-up tha reservoirs to the black line on the indicator sight glass, with clean hydraulic system mineral oil (see Chapter D). XS6!'> Fig. G13-2 Priority valve assemblv 9/86 G13-2 Section G14 Pressure switches Introduction A pressure switch is fitted into both System 1 (red) and System 2 (orange) high pressure lines. They are situated adjacent to each other on the rig ht-hand valance in the engine compartment (see fig. G14·1 ). The pressure switches are actuated by mineral oil in the hydraulic systems and will illuminate the warning pa nel(s) situated on the facia if the pressure in the hydraulic system(s) falls below acceptable working Iimits. It is important therefore that the switches operate correctly at all times. The switches are for use with mineral oil only and have a green identification disc beneath the top contact housing. In the event of a pressure switch failure, or if contamination of the hydraulic systems has occurred. the complete switch assembly must be renewed. Pressure switch - To remove (see fig. G 14· 1l 1. Depressu rize the hydrau lie systems as described in Section G3. 2. Disconnect the battery, then remove the electrical connection from the switch. 3. Unscrew the pressure switch from the 3-way connector. Discard the copper washer. Fig. G14-1 Pressure switch - To fit To fit the pressure switch. reverse the procedure given for removal noting the following. 1. Always fit a new copper washer to the pressure switch prior to fitting to the 3-way connector. 2. Torque tighten the pressure switch to between 7 Nm and 9 Nm (0,7 kgf m and 0,9 kgf m; 5 lbf hand 7 lbf ft). Pressure switch - To test 1 Depressurize the hydraulic systems as described in Section G3. 2. Connect the pressure gauge RH9727 into the service point of the relevant system (refer to Section G5). 3. Start and run the engine at approximately 1000 rev/min. 4. Note the pressure registered on the gauge at the point when the pressure warning lamp is extinguished. The pressure must not exceed 97/98 bar (1400/1425 lbflin 2 ). 5. Switch off the ignition. 6. Slowly open the bleed screw on the pressure gauge pipe and al low the hydraulic system mineral oil to flow into a clean container. Whilst bleeding, observe the pressure gauge needle descending. On reaching a pressure of between 83 bar and 76 bar (1200 lbf/in' and 1100 lbf/in') the warning lamp should illuminate. 9186 Printed in England ~ Rolls-Royce Motors Limited 1986 1 2 3 4 Pressure switches Switch body Identification disc (green) Contact housing Electrical plug 7. If the pressure switch operating pressures are not within the above limits the complete pressure switch assembly must be renewed. 8. On completion of the test, top-up the reservoirs to the black line on the indicator sight glass, with clean hydraulic system mineral oil (see Chapter D}. TSD 4700 G14-1 Section G15 Levelling valve Introduction The levelling valve is mounted on a bracket attached to the left-hand side of the rear sub-frame front crossmember. Actuation of the levelling valve is controlled by a torsion rod. This rod is attached to the levelling valve ball pin lever at one end and to the rear anti-roll bar at the other (see fig. G 15-1 ). The levelling valve regulates the flow of hydraulic system minera I oil, either to or from the rear suspension struts, dependent on the variation in load applied to the rear suspension. Any sustained change in the ride height of the car operates the valve. Under conditions where extra load is applied (ride height low). pressurized hydraulic system mineral oil is allowed to pass from the accumulator, through the levelling valve to the rear suspension struts. When the load is reduced (ride height high), the levelling valve allows hydraulic system mineral oil to return from the rear suspension struts to the reservoir. When work is being carried out on the levelling system, it should be noted that the levelling valve has a predetermined delay before it responds to movement of the ball pin operating lever. This delay period for 1 mm (0.040 in) movement of the valve is between 6.5 seconds and 12 seconds. The levelling valve incorporates a seepage return hose. One end of the hose connects to the side of the levelling valve, the other end to the minimum pressure valve. This hose arrangement allows designed seepage within the levelling valve to return back to the reservoir. The levelling valve is a non-serviceable unit. In the event of valve malfunction the complete valve assembly must be renewed. The outer diameter of the levelling valve is painted green for mineral oil identification purposes. Levelling valve-To remove 1. Place the car on a ramp. Engage park position and chock the front wheels. Remove fuse A6 from fuse panel F2 on the main fuseboard. 2. Oepressurize the hydraulic systems as described in Section G3. 3. Slacken the torsion bar 'U' bolt attached to the rear anti-roll bar. 4. Withdraw the torsion bar from the levelling valve ball pin lever and spherical bearing. 5. Disconnect the hydraulic pipes. Fit blanks to the pipe ends and ports. Also, fit a hose clamp to the seepage return hose and withdraw it from the levelling valve. 6. Support the valve assembly and remove the two mounting bolts. Remove the valve assembly from the car. 9/86 Printed en England ~ Rolls-Royce Motors Limited 1986 Fig. G15-1 Levelling valve assembly 1 High pressure feed to suspension struts 2 Low pressure return to reservoir 3 High pressure feed from accumulator 4 Seepage return hose 5 Torsion rod 'U' bolt 6 Torsion rod 7 Levelling valve 8 Levelling valve ball pin lever Levelling valve- To fit Fit the levelling valve by reversing the procedure given for removal noting the following. 1. When fitting a new levelling valve, ensure that it is filled with clean hydraulic system mineral oil before mounting on the car. 2. After positioning the valve on the bracket. torque tighten the bolts to between 21 Nm and 23 Nm (2, 1 kgf m and 2,3 kgf m; 15 lbftt and 17 lbf ft). 3. Ensure that new rubber sleeves are fitted to all pipe connections. 4. All pipe connections shou Id be torque tightened to between 8 Nm and 9 Nm (0,8 kgf m and 0,9 kgf m; 6 lbf ft and 6.6 lbf ft). 5. Apply grease (Rocol MTS 1000) to the torsion bearing journal and lever fork. Connect the torsion bar to the levelling valve bal I pin and spherical bearing. Ensure that neither the levelling valve ball pin bottoms in the operating jaw. or the torsion bar bearing journal contacts the spherical bearing rear cover. 6. Ensure that the area of contact between the torsion bar clamp and anti-roll bar is completely free of grease, oil, etc. TSD 4700 G15-1 Levelled height- To set 1. Check that the fuel tank is full. However, if the tank is partially empty, weight equivalent to the amount of missing fuel should be positioned adjacent to the fuel tank. For each 4,5 Iitres (1 Imp gal, 1.2 US gal) of missing fuel add 3,4 kg (7.5 lb) of weight. 2. Ensure that the spare wheel, jack, tools etc., are fitted in their re Ieva nt positions. 3. Check the tyre pressures and adjust accordingly. 4. Drive the car onto a suitable level ramp. Chock the front road wheels. 5. Move the gear range selector lever to the park position. Remove fuse A6 from fuse panel F2 on the main fuseboard. Release the parking brake. 6. Depressurize the hydraulic systems by opening the bleed screw on the accumulators, allowing sufficient time for the mineral oil pressure to discharge back to the reservoirs . 7. Fit a pipe to the suspension struts bleed screw and slowly depressurize the struts by allowing the mineral oil to flow into a clean container. Remove the bleed screw and fit the pressure gauge RH 9727 GMF. 8. Start the engine and allow the hydraulic systems to fully pressurize (approximately four minutes). 9. Bleed the suspension struts and pressure gauge. Ali ow the car time to level (approximately one minute) . 10. Slacken the 'U' bolt which clamps the torsion rod to the anti-roll bar. 11. Position an open ended spanner [maximu m length not exceeding 152 mm (6.0 in)] onto the levelling valve operating lever. Then, push the lever towards the valve . Hold in this position until a pressure of approximately 34,5 bar (500 lbf/in 2 ) is indicated on the pressure gauge. 1 2. Pu 11 the Iever away from the va Ive . The pressure will start to descend slowly. 13. Note the pressure on the gauge when it stops falling. This is the minimum pressure valve setting and should be between 24, 1 bar and 26,2 bar (350 lbf/in 2 and 380 Ibf/in 2 ) . 14. If the pressure is outside these I im its, the minimum pressure valve should be adjusted as described in Section G17. 17, Depressu rize the hyd rau Iic systems and suspension struts. 18. Remove the pressure gauge. 19. Bleed the hydrau Iic systems as described in Section G5. 20. Top-up the reservoirs as described in Section G7 . Note The adjustment procedure should then be repeated and approached from a higher pressure, approximately 34,5 bar (500 lbflin"). 15. The correct level Iing pressure is when the pressure gauge reads between 0,34 bar and 0,69 bar (5 lbf/in 2 and 10 Jbf/in') higher than the minimum pressure valve setting. Ensure that the levelling valve is in its 'dead area', then push the torsion bar as far as possible into the spherical bearing before withdrawing it between 0,50 mm and 0,75 mm (0.020 in and 0.030 in). 16. Torque tighten the torsion bar 'U' bolt damp nuts to between 5,2 Nm and 6,2 Nm (0,53 kgf m and 0,63 kgf m; 3.8 lbf ft and 4.6 lbf ft). Ensure that the area of contact between the torsion bar clamp and the anti-roll is completely free of grease, oil, etc. 9186 G15-2 Section G16 Filter block assembly and restrictors Introduction A filter is incorporated into the No. 1 system high pressure line, positioned in a connector block assembly. The assembly is mounted on the underside of the car between the priority valve and levelling valve (see fig. G16-1 ). Its function being, to ensure that no foreign matter proceeds further into the system. Two restrictors are situated into the No. 1 system high pressure line to the rear suspension struts. On cars not fitted with an anti-lock braking system, a restrictor is also fitted into each brake line. The function of a restrictor is to reduce the flow of hydraulic system mineral oil under certain operating conditions. Filter- To renew (see fig. G16-1) 1. Depressurize the hydraulic system as described in Section G3. 2. Disconnect the No. 1 system hydraulic pipe from the adapter. Blank off the pipe. Remove the adapter and discard the washer. Carefully remove the filter components. Blank off the port in the connector block. 3. Obtain a new washer.Thoroughly clean all the components with petroleum ether (120/160°C). Dry with dry compressed air, not with any type of cloth. 4. Remove the blank from the connector block. Assemble the components, fitting the new washer to the adapter.Torque tighten the adapter to the figures given in Chapter P. 5. Remove the blank from the hydraulic pipe and connect the pipe to the adapter. Torque tighten the pipe nut to between 7 Nm and 9 Nm (0,7 kgf m and 0,9 kgf m; 5 lbf ft and 7 lbf ft). 6. Bleed the hydraulic system as described in Section G5. Fig. G16-1 Restrictor- To renew 1. Depressurize the hydraulic system(s) as described in Section G3. 2. Disconnect the hydraulic pipe from the restrictor and blank off the pipe. 3. Inspect the restrictor and renew if necessary. 4. Thoroughly clean all the components with petroleum ether (120/160°C). Ory with dry compressed air. not with any type of cloth. 5. Fit the washer and restrictor. Connect the hydraulic pipe. Torque tighten the restrictors to between 17 Nm and 20 Nm (1,7 kgf m and 2,0 kgf m; 12 lbf ft and 15 Ibf ft). Torque tighten the pipe nuts to between 7 Nm and 9 Nm (0, 7 kgf m and 0,9 l Rolls·Rovce Motor Cars Limited 1988 Fig H3-9 Wooden support block A 76 mm (3.0 in) B 76mm (3.0in} C 76 mm (3.0 in) D 51 mm (2.0 in) E 38mm (1.5in) F 19mm (0.75in) G 57 mm {2.25 in) Fig. H3-10 Sub-frame, engine and transminion unit removal frame centralized torque tighten the sub-frame mount bolts and setscrews. 7. Assemble the sub-frame to body tie-rods and set them to the length shown in figure H3-13. Four compression washers are fitted to each tie-rod on Roi ls-Royce ca rs and six compression washers to Bentley cars. Note Tie-rods are not fitted to two door models. TSD 4700 H3-7 Fig. H3-11 Front engine mount setting A 1,5mmto2,2 mm (0.060 into0.090 in) .. :~ ' ; / . Fig H3-12 Rear engine mount setting (1989 model year cars) A 4,0 mm to 5,5 mm (0.158 in to 0.216 in) ~ ,~, R ·-q I II- [ I I I lb a I -... , 1] IA ,-:. t,; ' Is Fig H3·13 Sub-frame to longeron tie-bat setting A 81 ,8 mm to 82,9 mm (3.22 in to 3.26 in) (Rolls-Royce four door cars) B 78,8 mm to 80,0 mm (3.1 Oin to 3. 15 in) (Bentley four door cars) A2J42 8. Connect the tie-bar assemblies to the longerons and sub-frame. Do not tighten the bolts and setscrews at this stage. 9. Connect the steering column ensuring that the road wheels and the steering wheel are in the straight ahead position. Refer to Chapter N for details. 10. Fit the exhaust system components as described in Chapter 0. 11. Torque tighten all the relevant nuts, bolts, and setscrews, except those on the tie-rods. Always refer to the special torque figure section of the respective component chapter and to Chapter P for the correct torque requirements. 12. Ensure that all hose connections have been completed and that they are routed and clipped correctly. 13. Fill the engine coolant system and check the engine, torque convertertransmission, and steering pump oil levels as described in their respective chapter. 14. Bleed the hydraulic systems as described in Chapter G. 15. Charge the refrigeration system as described in Chapter C. 16. Check all components for leaks and ensure that the necessary clearances have been obtained. 17. Ensure the ride height of the car is correct as described in Section H7. 18. With the car height correct torque tighten the bolts and setscrews securing the sub-frame to longeron tierods (see Operations 7 and 8} to the figures quoted in Section H13. 19. Check that the distance between the front engine mount stop plate and the bracket is between 1,5 mm and 2,2 mm (0.060 in and 0.090 in). Adjust if necessary. On 1989 model year cars, also check that the rear engine mounts are set at between 4,0 mm and 5,5 mm (o: 158 in and 0.216 in) as shown in Figure H3-12. Sub-frame mount- To remove The sub-frame mounts can be renewed with the subframe in position. 1. Position the car on a ramp. 2. Apply the parking brake and chock the rear wheels. 3. Support the car body with sill blocks. 4. Fit spring retention tool RH8809 onto the road spring nearest to the mount being renewed. Adjust the tool until sufficient pressure is applied to support the road spring pressure. Warning Always examine the spring retention tool components for signs of thread wear or damage prior to its use. Renew any part of the tool that may be liable to fail under spring load. It is recommended that the use of the tool is restricted to a maximum of 200 applications. 5. Position a jack to support the sub-frame as near as possible to the mount being renewed. 6. Disconnect the tie-rod (if fitted) from the longeron when renewing a rear mount. 7. Remove the bolts securing the mounting point steady bracket to the body. 8. Remove the centre setscrew or bolt (dependent upon whether it is a front or rear mount) from the mount. 12/88 H3-8 l..'6~ Fig H3-14 Sub-frame alignment Measurements to be equal within 1,60 mm (0.062 in) _ _ _ _ A2 359 Fig. H3·15 Front sub-frame assembly Inset-Sub-frame mount Note the position and quantity of spacing washers that are titted. 9. Carefully lower the jack situated beneath the subframe until sufficient clearance is obtained between the mount and the longeron to gain access to the mount locking ring. 10. Using spanner RH8576 to restrain the lock-ring; 12/88 Printed in England © Roll~-Royce Motor Cars L1m1ted 1988 unscrew the mount using spanner RH7774 on the lower castellations of the mount and withdraw the mount. Sub-frame mount-To fit If new mounts are being fitted always ensure they are of the correct type. Two types of mount are used and although they are visually the same, the hardness rating TSO 4700 H3-9 of the rubber used is different. Always identify the mounts by the pa rt number which is moulded into the rubber of the mount. For further information refer to Section H2. 1. Ensure that the bore and upper face of the subframe, the threads and faces of the lock-ring, and the threads of the mount a re clean. 2. Apply Molytone C grease tothethreadsofthe _m ount. Ensure that the top three orfourthreads are completely covered. Do not use mineral based greases as they can have a detrimental effect on the rubber of the mount. 3. Insert the mount into position in the sub-frame and fit the lock-ring in the upper wel I. Screw the mount into the lock-ring. Adjust the lock-ring such that, when the rubber mount is tightened to the figure quoted in Section H13, the slots in the moulded rubber are at right-angles to the centre line of the car (see fig. H3-15). 4. Secure the sub-frame to the body by reversing the removal procedure. Ensure that all nuts and setscrews are torque tightened to the figures quoted in Section H13 and Chapter P. 12/88 H3-10 ~ ~ Section H4 Front shock dampers, road springs, and damper ball joints Introduction The shock dampers (see fig. H4-1) are of the sealed unit type and no servicing is required. In the event of a damper becoming faulty, it should be discarded and a new damper fitted. Dampers of varying damping characteristics are fitted dependent on the car model. It is important therefore to ensure that dampers of the correct type are fitted when replacement is required. If only one damper requires renewal the new damper must be of the same type and rating as the damper remaining on the car. In the event of a matching damper becoming obsolete and therefore unobtainable both dampers should be renewed. Important Each damper contains nitrogen gas under pressure. Under no circumstances should it be subjected to undue force. Do not clamp the damper in a vice. If the road spring support collar has seized to a faulty damper, the collar should be discarded with the damper. Do not attempt to hammer the collar from the damper. When using the spring retention tools RH8809 and RH7909 on cars fitted with pressed steel spring plates {see fig. H4-1 ), it will be necessary to use the adapter plate RH 12053. Front road spring and damper-To remove 1. Drive the car onto a ramp; apply the parking brake and chock the rear wheels. 2. Fit the support plate halves of the road spring retention tool RH8809, around the lower section of the damper and secure th em together. Insert the four long studs of the tool through the upper spring pl ate and screw th em securely into the tool support plate. Fit the special nuts, thrust races, and washers to the top of each stud. Warning Always examine the spring retention tool for signs of thread-wear or damage prior to its use. If you have doubts concerning any parts of the tool and their ability to withstand spring load you should renew those parts. Always take extreme care when handling a road spring in a compressed condition. 3. Evenly tighten the four spring retention tool nuts to retain the road spring in its compressed condition. 4. Support the front of the car body on sill blocks. 5. Remove the bolts securing the upper spring plate to the body spring tower. Use hand pressure on the spring plate to counteract any damper lift and to allow removal of the bolts. 6. Remove the split pin, castellated nut, and washer securing the damper ball pin assembly to the lower triangle levers. Using a suitable extractor, release the 12/88 Printed in England ~ Rolls-Royce Motor Cars Limited 1988 Fig. H4-1 Front road spring and shock damper assembly Inset-Pressed steel spring plate arrangement ball pin taper from the triangle levers. Leave the taper loosely in position to support the damper. 7. Carefully lift the road spring and damper assembly from the car. TSD 4700 H4-1 Fig. H4·2 1 2 3 4 5 6 7 8 9 10 Spring retention tool in position Nut and thrust race Upper spring plate Damper mounting rubbers Convoluted rubber sleeve Spring seat Spring seat Spring support plate Spring support plate collets Spring support collar Tool support plate Place the complete assembly into spring compression tool RH7909. Fit and secure the top plate of the tool to retain the spring (see fig. H4-3). 8. Remove the nuts securing the damper to the upper spring plate cover. Collect the rubber mount and washers. Withdraw the damper from the spring support plate and collar. Fig. H4·3 Spring compression tool Note Care should be taken to avoid damaging the convoluted rubber sleeve situated between the spring plate collar and the upper damper mount (see figs. H4- l and H4-2) during damper withdrawal. The sleeve will prevent the collar being withdrawn from the spring support plate. Jn the event of the collar having seized to the damper, remove the nuts securing the top of the damper then carefully release and lift the spring from the spring support plate as described in the following operations. 9. To release the spring from the retention tool compress the spring until the spring load is relieved from the retention tool, allowing the removal of the four retaining nuts. Measure the distance between the two plates of the spring compression tool to facilitate assembly. 12/88 H4-2 Evenly release the two nuts on the compression tool until the spring is fully released. Examine all the components for serviceability and renew as necessary. Front road spring and damper - To fit Fit the road spring and damper by reversing the removal procedure. The road spring and damper can be assembled as a bench operation as follows. 1. Ensure that all the components are in a serviceable condition. Renew any components that are faulty. 2. Insert the support collar through the spring support plate. Fit the convoluted cover onto the neck of the collar together with a securing band. Ensure that a distance of 19 mm (0.750 in} exists between the shoulder of the collar and the bottom face of the support (see fig. H4-4). Fasten the cover to the collar with the securing clip using tool RH9733. 3. Using a small amount of Loctite Superbonder or equivalent adhesive secure the location washer into the top of the dam per cover. Also secure the dam per mounting rubber and washer to the underside of the upper spring plate. This operation is to assist assembly and ensure correct component location. 4. Place the road spring and its associated components (see fig. H4-3) into spring compression tool RH7909. Compress the spring to the measurement taken on removal. 5. Fit the washer onto the damper stem then insert the damper into the spring assembly.Ensure that all the components are correctly located (see fig. H4-1 ). Fit the top mount rubber, distance piece, cup washer, and plain washer onto the damper stem. Fit and torque tighten the retaining nut and lock-nut. 6. Fit the spring support plate collets around the damper collar. Carefully release the spring compression tool, thus allowing the damper collar and collets to be drawn into the spring support plate. Do not completely remove the spring compression tool. Note The original thickness of col lets should be used if the original spring is fitted. When selecting new collets, use the minimum number required to obtain the correct setting and always fit the thickest collets at the bottom of the selection (see fig. H4-2). For spring poundage information refer to the chart on page H4-4. 7. Fit spring retention tool RH8809 to the spring assembly to retain the spring in its compressed condition. Remove compression tool RH7909. 8. Fit the ball joint assembly to the damper. 9. Fit a new gasket to the body spring tower and carefully lower the spring and damper assembly into the body. 10. Locate the damper ball joint taper into the triangle levers. Fit and torque tighten the castellated nut and insert a new split pin. 11. Bolt the upper spring plate to the body. 12. Carefu Ily release and then remove the spring retention tool. Ensure that the col lets are correctly entered into the spring support plate during removal. 13. Remove all jacks and support blocks. 12188 Printed in Englcind G Rolls-Royce Mo1or Cars Limited 1988 :..: 551 Fig. H4-4 Spring support plate. collar, and sleeve assembly A 19mm(0.75in) Fig. H4-5 Damper ball joint assembly 14. After fitting the spring and damper assembly, remove the car from the ramp and drive it back and forth to allow the assembly to settle. 15. Check the car ride height as described in Section H7 if a new road spring has been fitted. TSO 4700 H4-3 i ~/ Front spring loading chart Right-hand spring Left-hand spring N kgf lbf N kgf lbf Silver Spirit, Mulsanne, Mulsanne S, and Bentley Eight 8007 817 1800 7940 810 1785 Silver Spur 8251 842 1855 8096 826 1820 Corniche, Corniche II, and Bentley Continental 8340 851 1875 8340 851 1875 Bentley Turbo R (prior to 1989 model year) 8518 869 1915 7985 814 1795 Bentley Turbo R (Long Wheelbase prior to 1989 mode I year) 8629 880 1940 8096 826 1820 Bentley Turbo R (1989 model year) 8830 900 1985 8251 842 1855 Bentley Turbo R ( 1989 model year fitted with catalyst exhaust system) 8964 914 2015 8341 851 1875 Bentley Turbo R (Long Wheelbase 1989 model year) 8919 910 2005 8341 851 1875 Bentley Turbo R (Long Wheelbase 1989 model year fitted with catalyst exhaust system) 8986 917 2020 8474 864 1905 Silver Spirit, Mulsanne, Mu Isa n n e S, and Bentley Eight 7940 810 1785 8007 817 1800 Silver Spur 8096 826 1820 8251 842 1855 Corniche, Corniche II, and Bentley Conti nenta I 8340 851 1875 8340 851 1875 Bent Iey Turbo A (prior to 1989 model year) 8452 862 1900 8050 821 1810 Bentley Turbo R (Long Wheelbase prior to 1989 model year) 8563 873 1925 8251 842 1855 Senti ey Tu rho A { 1989 mode I year) 8763 894 1970 8319 849 1870 Bentley Turbo R (1989 model year fitted with catalyst exhaust system) 8897 908 2000 8408 858 1890 Bentley Turbo A (Long Wheelbase 1989 model year) 8852 903 1990 8408 858 1890 Bentley Turbo R (Long Wheelbase 1989 model year fitted with cata Iyst exhaust system) 8986 917 2020 8496 867 1910 Silver Spirit, Mulsanne, Mulsanne S, and Bentley Eight 8050 821 1810 8117 828 1825 Silver Spur 8207 837 1845 8274 844 1860 Corniche II and Bentley Continental 8496 867 1810 8496 867 1910 Bentley Turbo R 8897 908 2000 8408 858 1890 Bentley Turbo R (Long Wheelbase) 8986 917 2020 8496 867 1910 Right-hand drive cars Left-hand drive cars (other than those conforming to a Canadian and USA specification) Left-hand drive cars (Conforming to a Canadian and USA specification) 12188 H4-4 f I Equivalent load from packing collets ack;ng th;d Rolls-Royce Motor Cars Limited 1 988 TSD 4700 H9-3 Section H10 Rear road springs Introduction The rear road spring assembly comprises of a road spring. upper and lower bell shaped support, adjusting rings, and pliable spring seats. A flexible strip is fitted between the first and second spring coils at both ends of the spring. The adjusting rings, are each 1.22 mm (0.048 in) thick and are used to obtain the correct spring load and car ride height. Each ring is equivalent to a spring load increase of 35 N (3,5 kgf. 7.8 lbf) and will increase the car height by approximately 1, 78 mm {0.070 in). Warning Always examine the &pring retention tool RH9299 for signs of thread wear or damage prior to its use. Renew the tool if necessary. Rear road spring - To remove 1. Drive the car onto a ramp and chock the front wheels. 2. Move the gear range selector lever to the park position. 3. Support the final drive unit with a jack. 4. Insert spring retention tool RH9299 through the centre of the lower spring support. Screw the tool fully into the upper spring support. 5. Lift the rear of the car until thE: suspension is in the full rebound position. Position sill blocks beneath the car sills to support the body. 6. Carefully manoeuvre the spring from its seat and remove it from between the trailing arm and the body. 7. Remove the spring seats and adjusting rings from the spring. Note On Corniche II and Continental cars conforming to a Canadian. USA. and 1989 model year Middle East specification an additional spacer and seat are fitted beneath the normal spring seat and adjusting rings (see fig. H 10-1 ). 8. Remove the two dowels from the baseplate of the spring compression tool RH 7909 and fit adapter block RH 9504. Fig. H 10-1 Rear road spring assembly 1 Pliable spring seat 2 Adjusting rings {as required) 3 Upper spring support (threaded centre) 4 Flexible strip 5 Spring loading label 6 Flexible strip 7 Lower spring support 8 Adjusting rings (as required) 9 Pliable spring seat 10 Special 8.89 mm (0.350 in) thick spacer and shortened. pliable seat (Only fitted to Comiche II and Continental cars conforming to a Canadian. USA. and 1989 model year Middle East specification) 12/88 Printed in England ~ Rolls-Royce Motor Cars Limi1ed 1988 ~ - - -- - -3 ~' - - - - -- - - - - 7 f - - -- - - -- 8 1----- - - - - -- - 9 ·- - - -- 10 A2358 TSO 4700 H10-1 Spring loading chart Cars other than those conforming to a Csnsdian and USA specification Cars conforming to s Canadian and USA specification N kgf lbf N kgf lbf 5316 542 1195 5382 549 1210 5382 5316 549 1210 5450 542 1195 5316 556 542 1225 Bentley Turbo R Bentley Turbo R Long wheelbase 5382 549 1210 5382 549 1210 Corniche, Corniche II, and Bentley Continental 5845 596 1314 5996 612 1348 Corniche II and Bentley Continental conforming to a 1989 model yes, Middle East specification 5996 612 1348 Silver Spirit Mulsanne, Mulsanne S. and Bentley Eight Silver Spur, Mulsanne, and Mulsanne S Long wheelbase 9. Position the compressed spring into the compression tool with the upper spring support in the adapter block (see fig. H10-3). 10. Fit the top plate of the tool. Screw down the special nuts and thrust washers to secure the spring. 11. Measure and record the distance between the upper and lower plates. 12. Remove the spring retention tool RH 9299. Fig. H 10-2 Flexible strip location 1195 Ensure that the threads in the upper spring support are in good condition to withstand the full spring load when the retention tool is inserted. 13. Evenly unscrew the two nuts on the compression tool to completely eKl:end the spring. 14. Examine all the components for serviceability. Road spring-To fit 1. Fitthe spring and spring supports into the compression tool. The threaded support should rest in the baseplate adapter. The flexible strips should be inserted at both ends of the spring between the first and second coils (see fig. H10-2}. On later cars the flexible strips are half the circumference of the spring. 2. Evenly tighten the tool nuts to compress the spring until the measurement taken during spring removal is achieved. 3. Screw the spring retention tool RH9299 into the threaded spring support to retain the spring in its compressed condition. 4. Remove the spring compression tool RH7909 and the adapter block RH9504. 5. When fitting a new spring, obtain the spring load figure from the label attached to the spring. 6. Refer to the spring adjustment chart to ascertain the correct number of adjusting rings required to obtain the correct spring load. One adjusting ring is equivalentto 35 N (3,5 kgf, 7 .81 bf) therefore to achieve the correct nomina I load multiples of this figure should be added to the load figure quoted on the spring label. This will give the number of rings required. 7. Ensure the trailing arm is in the full rebound position. 8. Fit the spring by placing a pliable seating and half the required number of adjusting rings estimated in Operation 6, into the trailing arm spring location. 12/88 H10-2 .) Spring loading washer selection 1 1,22 0.048 2 2.44 0.096 3 3,66 0.144 4 4,88 0.192 5 6,09 0.240 6 7,31 0.288 7 8,53 0.336 8 9,75 0.384 34.7 3,54 7.8 69,4 7,08 15.6 104,2 10,61 23.4 138,9 14.15 31.2 173,3 17,69 39.0 208,0 21.23 46.8 242,8 24,77 54.6 277,5 28,30 62.4 1,78 1n 0.070 3,56 0.140 5,33 0.210 7, 11 0.280 8,89 0.350 10,67 0.420 12.45 0.490 14,22 0.560 10 12, 19 0.480 ., 1 in 9 10,97 0.432 13.41 0.528 12 14,63 0.576 13 15,85 0.624 14 17.07 0.672 15 18,28 0.720 16 19,50 0.768 N 312,2 kgf 31,84 lbf 70.2 346,9 35,38 78.0 381,6 38,92 85.8 416.4 42.46 93.6 451, 1 45,99 101.4 485,8 49,53 109.2 520,2 53,03 116.9 555,0 56,56 124.7 16,00 0.630 17,78 0.700 19,56 0.770 21,34 0.840 23, 11 0.910 24,89 0.980 26,67 1.050 28.45 1.120 Number of adjusting washers Packing thickness mm in Spring load increase/decrease N kgf lbf Standing height increase/decrease mm Number of adjusting washers Packing thickness mm Spring load increase/decrease Standing height increase/decrease mm in 9. Place the remainder of the adjusting rings and a fie xi ble seat over the upper spring support. Position the spring in the body spring cup. On Corniche II and Continental cars conforming to a Canadian, USA. and 1989 model year Middle East specification the additional 9,0 mm (0.350 in) thick packing and special flexible seat should be fitted first. Note Always ensure thatthe rings used are clean and that no foreign matter becomes trapped between them during assembly. 1O. Remove the sill blocks and carefully lower the car onto its wheels until the spring is held in position. 11. Carefully remove the spring retention tool from the centre of the spring. 12. Lower the ramp to the ground. 13. Roll the car backwards and forwards until the wheels attain a stable camber angle. 14. If a new spring has been fitted or the quantity of adjusting rings used has been changed, check the car ride height as described in Section H11. 1 \ U70 Fig. H10-3 Spring compression tools in position 1 Tool RH9299 and thrust washer 2 Tool RH7909 3 Adapter block RH9504 J 12/BS Printed in England @ Rolls-Royce Motor Cars Limited 1988 TSD 4700 H10-3 Section H11 Rear suspension settings Introduction Following operations in which the suspension ha5 been partially or fully dismantled. the ride height of the car should be checked and if necessary adjusted. To allow the suspension to settle after assembly and prior to this check being carried out, the car should be driven back and forth several times. The ride height of the car i5 determined by three factors. The poundage of the road spring!">, the quantity of adjusting rings fitted to the springs, and the hydraulic mineral oil and gas pressure in the rear suspension strut and gas spring assemblies. When checking the ride height it is also necessary to determine the closing pressure of the minimum pressure valve, i.e. the amount of hydraulic pressure retained in the rear struts. For full details of the closing pressure setting reference should be made to Chapter G. Ride height - To check 1. The ride height should be checked with a full tank of fuel. If however the tank is partially empty, weight equivalent to the amount of missing fuel should be positioned adjacent to the fuel tank. For each 4,5 litres {1 Imp gal, 1.2 US gal) of missing fuel add 3,4 kg (7 .5 lb) of weight. The fuel tank capacity is 108 litres (23.75 Imp gal, 28.5 US gal). 2. Ensure that the spare wheel, jack, tools. and accessories are fitted in their correct positions. 3. Check the tyre pressures and correct if necessary. This operation must be carried out as incorrect tyre pressures will result 1n incorrect ride height measurements. 4. Drive the car onto a suitable level ramp and &ecurely chock the front road wheels. Do not set the ride height with the car on a surface which is not level as the variation in weight distribution can affect the cars height. 5. Move the gear range selector lever to tha neutral position. Remove the gearchange fuse from the fuseboard (fuse A6 on fuse panel F2). and release the parking brake. 6. Depressurize the hydraulic &ystem by releasing the accumulator bleed screws as described in Chapter G. Close the bleed screws. 7. Attach a bleed tube and container to the rear strut bleed screw and release the pressure from the struts. 8. Fit pressure gauge RH 9727 GMF into the strut bleed point. 9. Start the engine and allow the: hydraulic systems to fully pressurize (approximately four minutes). 10. Bleed the suspension struts and pressure gauge. Allow the car time to level (approximately one minute). 11. Slacken the bolt which clamps the torsion rod to the rear stabilizer bar. 12. Position an open ended spanner (maximum length ·u· J 12/87 Printed 1n England ~ Rolls-Royce Motor Cars Limited 1987 Fig. H 11 -1 Rear ride height setting A Floor to centre of body bracket setscrew B Floor to centre of parking brai...e linkage bracket setscrew 'o·~:.@ .. F ..i - -- -- Fig. H 11 ·2 Camber and toe-in setting A l 34,9 mm (5.312 in) B 141.8 mm {5.582 in) C Wheel centre line D 76,2 mm (3.00 in) E 66,8 mm (2.63 in) F 25.4 mm (1.00 in) G 15.2 mm (0.625 in) H 9,9 mm (0.391) not exceeding 152mm {6.0 in)) onto the bottom of the levelling valve operating lever. Using the spanner as a lever. carefully pivot the operating lever towards the valve. Do not apply excessive pressure. Hold the lever in this position until a pressure of approximately 34.5 bar (500 lbf/in 2 ) is indicated on the pressure gauge. TSD 4700 H 11-1 13. Pivot the lever away from the valve. The pressure will start to descend slowly. 14. Note the pressure on the gauge when it stops falling. This is the minimum pressure valve setting and should be between 24, 1 bar and 26,2 bar (350 lbf/in2 and 380 lbf/in 2 ). If the pressure is outside these limits. the minimum pressure valve should be adjusted as described in Chapter G Se::tion G 1 7. 15. When the car has fully towered, pull down on the rear of the car then release it, this will ensure that the car has fully settled. 16. With the minimum pressure valve retaining the correct strut pressures. measure the height at points A and Bas shown in figure H 11-1. Both measurements should be taken from the level surface on which the car stands. Dimension A to the foremost bottom bolt securing the sub-frame mounting bracket to the body sill. Dimension B to the centre of the rear bolt attaching the parkinQ brake linkage to the trailing arm. 17. Subtract dimension 8 from dimension A. The resultant figure must be within the following tolerances. Applicable to cars other than Corniche II and Continental built to a Canadian, USA. and 1989 model year Middle East specification. +5,0 mm and -5,0 mm (+0.20 in and -0.20 in). Applicable to Corniche II and Continental cars built to a Canadian, USA. and 1989 model yeBr Middle East specification. +20,3 mm and + 10, 1 mm (+0.80 in and +o.40 in). 18. If the ride height is incorrect, add or remove the required number of adjusting rings to or from the spring seats. Refer to Section H 10 for detai Is of the spring removal procedure. 19. When the ride height is correct the levelling valve should be set as follows. 20. Position an open ended spanner [maximum length not exceeding 152 mm (6.0 in)] onto the bottom of the levelling valve operating lever. Using the spanner as a lever, carefully pivot the operating lever towards the Fig. Hl 1-3 Trailing arm pivot components 12/88 H11-2 -~, ·---. I I'I --.. t- - - -·- -~,- - -- __A_ II '---.... B IIH----c~-- -t""'"---c:::---- · -H X82~ Fig. H 11-4 Checking the toe-in setting A Centre line of rear sub-frame assembly B Measurement from engineers square to centre line valve. Do not apply excessive pressure. Hold the lever in this position until a pressure of approximately 34,5 bar (500 lbf/in~) is indicated on the pressure gauge. 21. Pivot the lever away from the valve. The pressure will start to descend. When the pressure gauge reads between 0,34 bar and 0,69 bar (5 lbf/in 2 and 10 lbf/in 2 ) higher than the minimum pressure valve setting, allow the levelling valve to return to its 'dead area'. With the levelling valve in this position, push the torsion bar as far as possible into the spherical bearing. Withdraw the torsion bar between 0,50 mm and 0,75 mm (0.020 in and 0.030 in). then torque tighten the torsion bar clamp nuts to between 5,2 Nm and 6.2 Nm (0,53 kgf m and 0,63 kgf m; 3.8 lbf ft. and 4.6 lbf ft). Ensure that the area of contact between the clamp and the stabilizer bar is free of grease. oil. etc. 22. Depressurize the hydraulic systems and suspension struts. 23. Remove the pressure gauge and fit the bleed screw. 24. Bleed the hydraulic systems as described in Chapter G Section G5 ·u· Trailing arm camber - To set 1. Mount the rear crossmember and trailing arms on a $Urface table as shown in figures H1 1-2 and H11-3. 2. Set the trailing arms in the normal ride position 12/87 Printed in England €J Rolls-Royce Motor Cars Limited 1987 C 208 mm (8.20 in) from road wheel centre using small screw jacks situated beneath the trailing arms (see fig. H 11-2). 3. Tighten the centre bolt of the inner bush and the bolts of the frame tube mounting bracket on each trailing arm. 4. Tighten the centre bolt of each outer bush sufficiently to remove end play. but still allow trailing arm adjustment in the mounting bracket. Ensure that the location plate is suitably positioned to allow the two selftapping screws to be fitted. 5. Using suitable camber setting equipment. or a precision square across the faces of the upper and lower hub location tubes, check the camber of the trailing arms. The setting for each arm must be between minus 0° 15' and plus O'' 15'. The setting variation between the trailing arms must not exceed 0° 15'. Adjust thE: trailing arm as necessary to obtain the correct &etting. 6. Tighten the outer bush centre bolt. Note Adjustment of the camber will also affect the toe-in setting. Therefore, it is necessary to adjust both settings until a satisfactory position is obtained. 7. Check the toe-in setting of each trailing arm. Toe-in - To check (see fig. H11-4J 1. With the crossmember and trailing arm assembly mounted on a surface table as shown in figures H 11-2 TSD 4700 H11-3 and H 11 -4 proceed as follows. 2. Mark a centre line between the centre of the rear crossmember and the final drive crossmember. 3. Place a straight edge across the hub mounting tubes to give the equivalent of the road wheel rim diameter (see fig. H 11-4). With the aid of a precision square positioned 20S mm (8.20 in) from the centre line of the hub (see fig. H11 -4 ), measure the distance from the base of the square to the centre line marked on the table. 4. Repeat the measurement from the same distance on the other side of the hub centre line. 5. Compare the measurements taken on each side of the hub centre line. The toe-in for one wheel to the centre line on the surface table should be between 1,35 mm and 1,8 mm (0.053 in and 0.071 in). If the toe-in is incorrect, adjust the outer mounting point of the trailing arm then tighten the centre bolt. Note Adjustment of the toe- in will also affect the camber setting. Therefore it is necessary to adjust both settings until a satisfactory position is obtained. 6. Repeat the procedure for the other trailing arm. The maximum permissable toe-in differential between each side of the car is 0,38 mm (0.015 in). 7. On completion, torque tighten the centre bolts to between 82 Nm and 88 Nm (8,3 kgf m and 9,0 kgf m, 60 lbf ft and 65 lbf ft) . Repeat the camber and toe-in checks to ensure movement has not occurred during tightening. 8. Secure the location plates on the outer mounting brackets with self-tapping screws. It will be necessary to drill two 4 mm (0.156 in) diameter holes in each crossmember bracket to accept the screws. 12/87 H11-4 Section H12 General dimensions The illustrations in this section are provided to assist in assessing accident damage to the sub-frames and suspension components. If damage is suspected the suspension and steering geometry should be checked prior to the removal of components for dimensional examination. If demage to the sub-frame is suspected , the removal of the complete sub-frame unit will be necessary, for details refer to Section H3 Front subframe and Section H8 Rear sub-frame. 12/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSO 4700 H12-1 Section on Y-Y a 1- -,,-===-----L c,_l H __j_ G Section on < le. Continuous rotation of the hub is essentia l during this operation to ensure that the taper rollers seat correctly in the outer races. 8. Peen t he shroud of the nut to locate into the grooves of the stub axle. Remove the feeler gauge or dial test indicator. Note Exerting a load on the bearings or excessive end-float, wil I promote premature bearing wear. The remaining operationsforfittrng the rear hub un it are a careful reversal of the dismantling p rocedure, noting the following. 9. Fit a new rubber 'O' ring onto the hub drive-shaft, ensuring a small quantity of grease is applied before fitting . 10. On ca rs other than Bentley Turbo R, fit the Woodruff key to the hub drive-shaft taper. Ensure that the tapers a re perfectly clean and dry befo re fitting the hub coupling . 11 . On Bentley Turbo R cars, lubricate the splines of th e shaft and coupllng with Rocol ASP grease. The11, 7/87 Prmted in England © Rolls-Royce Motor Cars Limited 1987 , Fig . J5-3 2 3 4 5 6 Rear hub and brake caliper mounting Hub mount ing setscrew (4) Hub drive-shah retaining nut Hydraulic brake p ipes Trailing arm Hub coupling Brake ca liper mounting bolts press the coupling onto the d rive-shaft, and secure by fitting the speclal washer and a new circ lip. Torque tighten the nut to the f igures quoted in Sectio n J7. Stake the nut into the shaft slot. 12. On cars other than Bent ley Turbo R, apply Molytone 265 grease to the shaft threads and abutment fa ce of the hub coupling retaining nut. Torque tighten the nut t o the figures quoted i n Section J7, using torque spanner RH 8014 and socket RH 8026. 13. Fit the drive-shaft assembly into position and torque tighten the retaining screws i n accordance w ith the figures quoted in Section J7. 14. Prior to fitting the b rake pipes and parking brake linkage refer to Chapter G regarding the bleeding procedure and precautions to be taken . 15. Check the adjustment and operation of the parking bra ke as descri bed in Chapt er G. TSO 4700 J5-3 Section J6 Dimensional data Final drive unit Backlash- pinion to crown wheel Etched on crown wheel Backlash - different i a I housing pinions 0,0762 mm (0.003 in) End-float-differential housing pinions Nil Crown wheel run-out (maximum) 0,05mm (0.002 in) Differential housingtrunnion diameters 19,042 mm -19,05 mm (0.7497 in -0.750 in) Differentia I housing pinion -bore diameters 19,062 mm - 19,075 mm (0.7505in-0.751 in) Differential housing bevel pinion gearbearing diameter 44,272 mm -44,297 mm (1.743 in -1.744in) Differential housing bevel pinion gearbore diameter 44,450 mm - 44,475 mm (1.750 in -1.751 in) Differential housing and 50,85 mm - 50,863 mm (2.002 in - 2.0025 in) end cap- bearing 66,732 mm -66,738 mm locating diameters (2.62725 in -2 .6275 in) Differentia I housing bearings- bore diameters 50,8 mm - 50,812 mm (2.000 in - 2.0005 in) 66,675 mm -66,687 mm (2.625 in -2.6255 in) Differential housing bearings- outside diameters 88,9 mm - 88,925 mm (3.500 in - 3.501 in) 107,950 mm-107,975 mm (4.250 in -4.251 in) Final drive casingdifferential housing bearing locating bores 88,925 mm -88,938 mm (3.501 in - 3.5015 in) 107,975 mm -108,0 mm (4.251 in· 4 .252 in) Final drive casingpinion housing locating diameters 105,410 mm -105.422 mm (4.150 in -4.1505 in) 105,715 mm -105,73 mm (4.162 in - 4.1625 in) Pinion housinglocating diameters 105.410 mm - 105,422 mm (4.150 in-4.1505 in) 105,753 mm - 105,765 mm 14.1635 in· 4.164 in) Pinion shaft-bearing locating diameters 34,956 mm - 34,963 mm (1.37625 in-1 .3765 in) 44,481 mm - 44,488 mm {1.75125 in-1 .7515 in) 7.187 Printed in England © Rolls-Royce Motor Cars Limited 1987 Pinion bearingsbore diameters 34,925 mm -34,937 mm (1.375 in -1.3755 in) 44,450 mm -44,462 mm (1.750 in - 1.7505 in) Pinion housing pinion bearing locating diameters 72,194 mm - 72,219 mm (2.8423 in - 2.8433 in) 95, 199 mm - 95,224 mm (3. 748 in - 3. 749 in) Pinion bearingsoutside diameters 72,232 mm - 72,257 mm (2.8438 in -2 .8448 in) 95,250 mm - 95,275 mm (3.750 in - 3.751 in) Pinion-splined diameter 37,843 mm - 37,868 mm (1.4899 in - 1.4909 in) over 3,05 mm (0.120 in) di ameter ro Ilers Pinion -nose bearing locating diameter 38,524mm -38,536 mm (1.5167 in -1 .5172 in) Bearing platepinion nose bearing bore diameter 61,981 mm-61,986mm (2.4402 in· 2.4404 in) Pinion nose bearing outside diameter 61,987 mm - 62,000 mm (2.44045 in - 2 .44095 in) Pinion nose bearing running cleara nee 0,0127 mm -0,038 mm (0.0005 in - 0.0015 in) Pinion bearing housing-oil seal locating diameter 80,9498 mm - 80,9879 mm (3.187 in - 3.1885 in) Oil seal-pinion bearing housing locating diameter 81,03 mm-81, 13 mm (3.190 in - 3. 194 in) Final drive - drive-shafts Side housings- bearing 66,655 mm -66,661 mm (2 .6242 in - 2.62445 in) locating bore Bearing - side housings -outside diameter 66,649 mm - 66,662 mm (2 .6240 in - 2.6245 in) Bearing-side housings - bore diameter 38,092 mm - 38 ,105 mm (1.4997 in -1.5002 in) Right-hand side housing 64,77 mm· 64,81 mm - oil seal locating bore (2.550 in - 2.5515 in) Oi I sea I - right-hand To suit above housing Left-hand side housing -oil seal locating bore 63,50 mm - 63,54 mm (2.500 in - 2.5015 in) Oil seal - left-hand To suit above housing TSO 4700 J6-1 Section J7 Special torque tightening figures Introduction This section contains the special torque tightening f igures applicable to Chapter J . For standard torque tightening figures refer to Chapter P. Section J2 7/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 Components used during manufacture of the vehicle have different thread formations (Metric, UNF. UNC, etc.}. Therefore, when fitting nuts, bolts, and setscrews it is important to ensure that the correct type and size of thread formation is used. Nm kgfm lbfft Differential trunnion bolt and lock-nut 16-19 1,63-1 ,94 12-14 2 Crownwheel to differential housing - capscrews 57-61 5,82-6,22 42-45 3 Nut-bearing cap fina l d rive 81 -88 8,3-8,9 60-65 4 Setscrew-end cover differential housing 11-13 1, 10-1,38 8-10 5 Pinion housing to differential housing casing -capscrews 39-43 3 ,98-4,38 29-32 6 Input flange to input pinion-nut 271-305 27.7-31,1 200-225 7 Torque arm mount to fina l drive casing- bolts 46-50 4,70-5,10 34-37 8 Torque arm front mount - nuts and bolts 81 -88 8,3-8,9 60-65 Ref. Component TSD 4700 J7-1 ~ ~ SectionJ2 Ref. Component Nm kgfm lbfft 9 Setscrew- fin al drive tocrossmember 39-43 3,98-4,38 29-32 10 Constant velocity jointbolts (cars other than Bentley Turbo Rl 81-88 8,3-8,9 60-65 Constant velocity jointcapscrews (Bentley Turbo R only) 95-101 9,7-10,3 70-75 Coupling flange to driveshaft-nut (cars other than Bentley Turbo R} 664-691 67,8-70 490·510 Couplingflangeto drive shaft- nut (Bentley Turbo R only) 102-108 10,4-11 ,0 75-80 109· 115 11,1-11 ,5 80-85 44-48 4,4-5,0 32-36 SectionJ3 0 /,.,,.JJ1 -rrt/,-. _ ~ ' ---~~1·;,t ~ )1')1: Section JS 11 12 13 Rear brake ca l iper to stub axle-setscrew Setscrew-drive-shaft to rear hub 7/87 J7-2 Section J8 Workshop tools RH 8014 Torque wrench - 0 Ibfft to 600 Ibf ft Hub yoke nut RH 8016 Extractor beam When used in conjunction with RH 8017, RH 8020, RH 8021, and RH 8022, the extractor beam can be used to remove the rear tapered roller bearing from the final drive pinion RH 8017 Hydraulic ram To be used in conjunction with RH 8016, AH 8020, RH 8021, and RH 8022 as detailed above RH8020 Separator See RH 8017 for uses RH 8021 Bolt-See AH 8017 for uses AH 8022 Pressure pads See RH 8017 for uses RH8026 Socket head 11 1/16 A/F (cars other than Bentley Turbo R) To be used in conjunction with RH 8014 RH8032 Stiffening bar-Final drive casing RH8307 Converter- Torque spanner Converts the 19 mm {0.75 in) square drive of the torque spanner RH 8014 to 25,4mm (1 .0 i n) square drive RH 8308 Applicator-Rear drive-shaft rubber seal RH8457 Assembly tool- Pinion coupling flange RH 8470 Extractor- Pinion coupling flange To be used in conjunction with RH 8017 RH9005 Hydraulic ram To be used in conjunction with RH 9690 RH 9299 Compression bolt- Rear springs AH 9575 Jury bolt- Torque arm removal RH 9578 Pre-loading jig- Bellevi lie washerFinal drive right-hand side housing RH 9690 Extractor - Rear hub coup Ii ng flange To be used in conjunction with RH 9005 7187 Printed in England © Rolls-Royce Motor Cars Limited 1 987 TSO 4700 JB-1 Chapter K Fuel system and Emission control systems Refer to TSD 4737 Engine Management Systems 9/86 Printed in England © Rolls-Royce Motors Limited 1986 TSO 4700 ROLLS Workshop Manual IR{ ROYCE ~ ,.~. Rolls-Royce & Bentley motor cars Rolls-Royce Silver Spirit Rolls-Royce Silver Spur Rolls-Royce Corniche Rolls-Royce Corniche II Bentley Eight Bentley Mulsanne Bentley Mulsanne S Bentley Turbo R Bentley Continental Cars built from vehicle identification number (VIN) *SCBZSOT03HCX20001* to *SCBZEOOA5KCX27799* inclusive Volume 2 TSD 4700 September 1 989 Printed and Published by Rolls-Royce Motor Cars Limited Crewe Cheshire CW1 3PL England The information in this document is correct at the time of going to print but in view of the Company's continuing efforts to develop and improve its products it may have become out of date by the time you read it and you should, therefore, refer to publication TSD 4736 Product Support Information. The information given here must not be taken as forming part of or establishing any contractual or other commitment by Rolls-Royce Motor Cars Limited and no warranty or representation concerning the information is given. © Rolls-Royce Motor Cars limited 1989 9/89 ROLLS - Workshop Manual Im ROYCE ~ Rolls-Royce & Bentley motor cars Rolls-Royce Silver Spirit Rolls-Royce Silver Spur Rolls-Royce Corniche Rolls-Royce Corniche II Bentley Eight Bentley M ulsanne Bentley M ulsanne S Bentley Turbo R Bentley Continental Cars built from vehicle identification number (VIN) *SCBZSOT03HCX20001* to *SCBZD00A2KCH29290* inclusive Volume 2 TSO 4700 October 1989 Printed and Published by Rolls--Royce Motor Cars Limited Crewe Cheshire CW1 3PL England The information in this document is correct at the time of going to print but in view of th~ Company's continuing efforts to develop and improve its products it may have become out of date by the time you read it and you should, therefore, refer to publication TSD 4736 Product Support Information. The information given here must not be taken as forming part of or establishing any contractual or other commitment by Rolls-Royce Motor Cars Limited and no warranty or representation concerning the information is given. © Rolls-Royce Motor Cars Limited 1989 9/89 Contents Chapter A General information Chapter B Special processes ChapterC Air conditioning system Chapter D Lubricants Chapter E Engine ChapterF Propeller shaft ChapterG Hydraulic systems ChapterH Sub-frames and Suspension Chapter J Final drive Chapter K Fuel system and Emission control systems- refer to TSD 4737 Engine Management Systems Chapter L Engine cooling system ChapterM EI ectrlca I system - refer to TS D 4701 Electrical Manual ChapterN Steering system ChapterP Torque tightening figures ChapterO Exhaust systems Chapter R Wheels and Tyres Chapters Body Chapter T Transmission 6/87 Printed in England © Rolls-Royce Motor Cars limited 1987 TSD 4700 Chapter L Engine cooling system Contents Sections Aolls·Royce Silver Silver Spirit Spur Corniche/ Corniche I! Bentley Eight Mulsanne/ Turbo R Mulsanne S Continental L1 L1 L1 L2 L3 L2 L3 L2 L3 Introduction L1 L2 L1 L2 Coolant L3 L3 L2 L3 L4 L4 L4 L4 l5 L6 L7 L5 L6 L7 LB L5 L6 L5 L6 L7 LB Contents and issue record sheet Radiator assembly and expansion bottle Thermostat housing assembly L4 L5 Coolant pump L6 Special torque tightening figures L7 LB Workshop tools 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 LB L1 L1 L2 l7 LB L3 L4 L4 L5 L6 L7 L5 L6 L7 l8 LB TSO 4700 L 1-1 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections Page No. I L1 1 2 5/88 3 4 5 5/88 11.2 I 5/88 L3 12/86 12/86 5/88 5/88 5/88 Il4 5/88 5/88 5/88 IL5 5/88 12/86 IL6 12/86 5/88 12/86 IL7 12/86 I LB 5/88 6------------------------------------7 8 9 10 11 ------------------------------------- 12 13 14 15 16 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17 18 19 20 21 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22 23 24 25 26 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27 28 29 30 31 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 32 33 34 35 36 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 37 38 39 40 41 - - - - - - - - - - - - - - - ~ 42 43 44 45 46 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 47 48 49 50 51 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 52 53 54 5/BB Printed in England © Rolls-Royce Motor Cars limited 1988 TSO 4700 L1-3 Section L2 Introduction The sealed cooling system comprises a pressurized expansion bottle, a radiator, and a pump. Also, various passages and pipes convey the coolant around the system (see fig. L2-1 ). A mixture containing equal amounts of approved coolant/anti-freeze and water should be used in the system at all times. The coolant mixture in the system should always be maintained at the correct level and this must be checked at the intervals specified in the Service Schedule Manual, TSO 4702. The coolant level can be checked at the trans lucent expansion bottle. The correct level should be between the MAX and MIN marks on the bottle. If a full check is to be carried out refer to page L3-3. The cooling system is pressurized and the correct pressure is maintained by the expansion bottle pressure cap. Removal of the pressure cap while the engine and radiator are still hot requires extreme care. The coolant pump is situated at the front of the engine and is driven from the crank.shaft by twin matched 'Vee' belts. Coolant from the bottom of the radiator is pumped via transfer pipes and crankcase passages directly onto the outside of the 'wet' type eng ine cylinder liners and then into the cylinder heads. From the cylinder heads the coolant travels along transfer pipes and then flows past the thermostat to the top of the radiator. When the engine is cold the thermostat is closed. Therefore, the coolant by-passes the radiator matrix and is recirculated through the engine to reduce the warm-up period. Once normal operating temperature is attained, the thermostat opens and the coolant is directed to the radiator. The temperatu re of the coolant is registered on the gauge situated on the facia. Whenever the ignition is on, a transmitter situated in the thermostat housing signals the coolant temperature to the gauge. Al 744 Fig. 12-1 Diagrammatic view of the cooling system 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 Dotted line -1989 model year cars TSD 4 700 L2-1 Section L3 Coolant The cooling system should contain a 50% mixture of an approved coolant/anti-freeze and water. This mixture not only provides frost protection down to a temperature of -37°C {-35°F), but it also prevents corrosion of the cooling passages. Refer to the Service Schedule Manual, TSD 4702, to obtain the specified service intervals for renewing the coolant, fitting a new thermostat, and reverse flushing the system. Except in an emergency, water must not be used to either fill or top-up the cooling system. If a situation Fig. L3-1 does arise where water is used, the coolant mixture must be corrected as soon as possible, otherwise corrosion damage will occur to the engine coolant passages. Coolant/anti-freeze The trade name of the coolant/anti-freeze is ICI 007/ 400F (obtainable under a Rolls-Royce and Bentley label) and should be used all year round. Do not mix ICI 007/400F or top-up with any other brand of coolant/ anti-freeze. Checking the anti-freeze concentration 12/86 Printed in England © Rolls-Royce Motor Cars limited 1986 TSD 4700 L3-1 Pints (Imp.) litres 6 .5 6.0 10 .0 9 .5 9.0 5.5 5.0 8 .5 8. 4.5 7.5 7.0 4.0 6.5 6.0 3.5 D 5 .5 30 5.0 A 4.5 2.5 4 .0 3.5 2.0 3.0 2 .5 1.5 2.0 1.0 1.5 1.0 a{oc. QF. 0 .5 0 .5 -45 I -50 I ' 55% -40 -40 -2 5 I 5°0% -30 I I I -10 -20 I 45% I 40% C 10 0 I 35% -10 -15 -20 I 30% I 25% I 20 I 20% Example S605 Fig. L3-2 Anti-freeze correction chart to give a 50% solution A Acceptable service range of concentration D 8 Freezing point of coolant C Percentage concentration Volume of 100% anti-freeze to be added to maintain a 50% solution after removal of the same volume of old coolant first 12/06 L3-2 ~ ~ Anti-freeze concentration - To check If the strength of the coolant requires increasing, sufficient coolant should be drained from the radiator and replaced with undiluted anti-freeze. Afterwards run the engine until normal operating temperature is attained and the anti-freeze has become thoroughly mixed with the coolant. Stop the engine and again check the concentration in the expansion bottle. An acceptable level of anti-freeze concentration is between 45% and 55%. Therefore, as a hydrometer may be inaccurate where readings above 40% are expected, it is recommended that a refractometer (see fig. L3-1) is used in the following manner. 1. Lift the plastic cover on the refractometer (tester) to expose both the measuring window and bottom of the plastic cover. 2. Thoroughly clean both exposed surfaces with clean water and then wipe them dry with a clean soft cloth. 3. Carry out the usual workshop safety precautions. 4. Raise the bonnet and remove the expansion bottle cap. 5. Release the tip of the clear plastic tu be from the tester and insert it into the coolant in the expansion bottle. 6. Press and then release the bulb on the end of the p Iastic tu be. This wi II draw a sm a II quantity of coolant into the tube. 7. Withdraw the test equipment and bend the end of the plastic tu be around the tester so that the tip of the tube can be inserted into the cover plate opening. 8. Press the bulb on the end of the plastic tube and eject a few drops of coolant onto the measuring surface . 9. Point the tester towards the light and look into the eye piece. Do not open the plastic cover when taking a reading. Evaporation of water from the fluid sample being tested can affect the reading. 10. The anti-freeze protection reading is at the point where the dividing line between light and dark {edge of shadow) crosses the scale. The anti-freeze reading is on the right-hand scale. Note The tester temperature scale is reversed from a standard thermometer. Below zero readings are on the upper half of the scale . 11. If the temperature reading is higher (further down on the scale) than -31°C (-24°F) it will be necessary to refer to figure L3-2 and add the appropriate amount of anti-freeze to the system. Example A tester reading of -29°C (-2 0°F) is eq u a I to an antifreeze concentration of 43% and is outside the service limits. Follow the line upwards until the angled line is reached, then trace the horizontal line to the scale on the rig ht-hand size of the graph to find that 2 litres (3.5 Imp pt, 4.2 US pt) of coolant should be removed from a full system and replaced with undiluted anti-freeze. Once the addition al concentrated anti-freeze has mixed with the existing coolant the percentage concentration will be 50%. 5188 Printed in England © Rolls-Royce Motor Cars Limited 1988 12. After adding undiluted anti-freeze, al low the engine to operate normally for a few days before carrying out further checks to determine the percentage of anti-freeze concentration. This will allow time for the anti-freeze to be thoroughly mixed with the existing coolant. The anti-freeze concentration should be checked in both the expansion bottle and the radiator as approximately 0,28 litres (0.5 Imp pt 0.6 US pt) is transferred to and from the expansion bottle each time the engine is warmed-up and then left to cool. Failure to allow the new anti-freeze to circulate properly will result in a false reading. Note If a refractometer is not available and a hydrometer has to be used a scale reading of between 1,06 and 1,07 shou Id be obtained, with the coolant at room temperature, for the mixture to be correct. Coolant level - To check and top-up Warning The cooling system becomes pressurized during engine running. Therefore, extreme care should be taken when removing the pressure cap from an engine th at is warm or at normal running temperature. Routine check To check the coolant level outside a normal service schedule and when no cooling/heating system fault is reported or suspected, proceed as follows. 1 . If the engine is hot ensure that the coo!a nt Ieve I in the translucent expansion bottle is at the MAX mark. Top-up if necessary and replace the expansion bottle cap. 2. If the engine is cold ensure that the coolant level in the translucent expansion bottle is half-way between the MIN and MAX marks. Top-up if necessary and replace the expansion bottle cap. 3. If the coo Iant level in the expansion bottle is either below the MIN mark or there is no coolant in the expansion bottle, carry out the Full check procedure. Full check To check the coolant level during a service schedule and/or when a cool in g/h eating system fau It is reported or suspected, proceed as follows. 1. Carry out the usual workshop safety precautions. 2. Check the coolant level in the translucent expansion bottle and if the level is low or the bottle is empty, allow the engine to cool. Then, remove the pressure cap from the expansion bottle. To remove the cap, turn it slowly anti-clockwise until a check position is reached. Wait for any pressure in the system to be exhausted, then continue to turn the cap until it is released. 3. Fill the expansion bottle to the MAX level mark with the approved coolant mixture. 4. Disconnect the radiator to expansion bottle hose from the radiator and hold the hose above the level of the radiator top tank. 5. Remove the bleed plug from the top of the radiator, by unscrewing it anti-clockwise. TSO 4700 L3-3 6. Using a small funnel or a suitable size hose, add the approved coolant mixture to the radiator th rough the bleed plug aperture until coolant flows from the radiator stub pipe. 7. Reconnect the hose to the stub pipe. 8. Fit the radiator bleed plug. 9. Start and run the engine. Then, turn the air conditioning system function control fully clockwise to the defrost position. This procedure opens the heater system water tap. 10. Aun the engine for a minimum of 10 minutes with the pressure cap still removed. After 5 minutes, check that warm air is passing from the windscreen demister outlets. 11. Top-up the expansion bottle as necessary to ensure that the coolant in the bottle does not fal! below the MIN level mark. 12. Switch off the ignition 13. Top-up the expansion bottle with the approved coolant mixture to approximately midway between the MAX and MIN level marks on the bottle. 14. Fit the pressure cap to the expansion bottle. Cooling system - To drain 1. Carry out the usual workshop saf ety precautions. 2. Place a clean container beneath the radiator drain plug. 3. Remove the radiator drain plug . 4. Raise the bonnet and remove the expansion bottle pressure cap, allowing the coolant to drain into the container. 5. To complete the draining procedure, unscrew the crankcase drain plug(s). Cars prior to 1989 model year, have one on either side of the crankcase. 1989 model year cars, have one on 'B' bank side only (see fig. L3-3). Note To drain 'B' bank, it will be necessary to remove the engine dipstick tube assembly, to gain access to the drain plug. Then, it is important to plug the dipstick union to prevent water entering the engine oil sump. Fig. L3-3 Crankcase coolant drain plug Cooling system - To fill Warning The following procedure must be carried out exactly as described. Incorrect filling will create air locks within the engine and cause irreparable damage due to resultant ove rh eating. 1. Carry out the usual workshop safety precautions. 2. Ensure that t he crankcase drain plug(s} are fitted and tightened. 3. Ensure that the radiator drain plug is fitted. 4. Raise the bonnet and remove the expansion bottle pressure cap. 5. Fill the expansion bottle to the MAX level mark. 6. Disconnect the radiator to expansion bottle hose from the radiator, and hold the hose above the level of the radiator top tank. 7. Remove t he bleed plug from the top of the radiator, by unsc rewing it anti-clockwise. 8. Using a small funnel or a suitable size hose, fill the system using the correct cool a nUant i-freeze and water mixture. Pour the mixture into the system slowly to avoid air Jocks. 9. When coolant flows from the radiator stub p ipe, reconnect the hose. 10. Fit the radiator bleed plug . 11. Start and run the engine. Then, turn the air conditioning syst em function contro l fully clockwise to the defrost position. This procedu re opens the · heater system water tap. 12. Run the eng i ne for a minimum of 10 minutes wit h the pressure cap still removed. After 5 minutes, check that warm air is passing from the demister outlets. 13. Top-up the expansion bottle as necessary to ensure that the coolant in the bottle does not fall below the MIN level mark. 14. Switch off the ignition. 15. Top-up the expansion bottle with the approved coolant mixture to approximately midway between the MAX and MIN level marks on the bottle. 16. Fit the pressure cap to the expansion bottle. Cooling system - To flush Under no circumstances should a strong alkaline compound or detergent be used to clean the cooling system. Such compounds have a detrimental chemical action on aluminium alloys. 1. Drain the coolant (see Cooling system - To drain). Radiator 2. Remove the radiator top and bottom hoses. 3. Connect a waste pipe to the top connection on the radiator. 4. Apply mains water through the bottom connection to reverse flush the rad iator until the wat er runs clear. 5. Examine the top and bottom radiator hoses and renew any that show signs of deterioration. 6. Turn off the water supply, disconnect the connections to the radiator and fit the top and bottom hoses. Engine 7. Remove the top and bottom hoses connecting t he radiator to the engine . 5188 L3-4 8. Unscrew and remove the crankcase drain plug(s). Cars prior to 1989 model year, have one on either side of the crankcase. 1989 model year ca rs, have one on 'B' bank side only (see fig. L3-3). Note To drain '8' bank, it will be necessary to remove the engine dipstick tube assembly, to gain access to the drain plug. Then, it is i m po rta nt to plug the dipstick union to prevent water entering the engine oil sump. 9. Remove the thermostat {see Section L5) and again fit the outlet cover. 10. Produce a suitable adapter to fit into the cylinder block drain plug aperture and connect via a hose to the mains water supply. 11. Turn on the water and reverse flush the coolant passages until the water runs clear. 12. Repeat the operation to the drain plug aperture on the other side of the crankcase (if fitted). 13. Remove the flushing equipment. 14. Fit the drain plug(s), thermostat, and cover. Use a new thermostat cover gasket. 15. Examine a II coo Iant hoses and renew any th at show signs of deterioration. , Heater matrix 16. To flush the heater system, detach the matrix feed hose at the water tap and the return hose at the cool ant pump connection. 17. Connect a waste pipe to the feed hose connection and a water main connection to the return connection. 18. Turn on the water and reverse flush the matrix until the water runs clear. 19. Turn off the water and remove the flushing equipment. 20. Examine all heater system hoses and renew any that show signs of deterioration. 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD 4700 L3-5 Section L4 Radiator assembly and expansion bottle The radiator assembly and expansion bottle are mounted in the engine compartment, at the front of the car (see fig. L4-2). Radiator assembly This assembly is situated between the front of the engine and the radiator grille. On cars other than Corniche/Continental, the bottom of the radiator is locat ed in rubber mount s by two pegs and at the top by two clamping blocks. On Corniche/Continental cars, the bottom of the radiator is located in rubber mounts by two pegs and at the top by two clips which attach to the top deflector panel. Rubber hoses connect the inlet and outlet pipes of the radiator with their respective connections on the engine. Also, dependent on the model year of the car, either one or two rubber hoses connect to the expansion bottle. Worm drive clips are used to retain all the hoses. Two transmission oil cooler pipes connect into the radiator bottom tank (see fig. L4-1 ). Situated in the radiator a re two plugs, a bleed/filler plug in the top tank and a drain plug in the bottom tank. Radiator assembly- To remove and fit Carry out the usual workshop safety precautions. Remove the bonnet if necessary (see Chapter S). 3. Drain the coolant (see Section L3). 4. Slacken the worm drive clips securing the top hose to the thermostat outlet elbow and to the radiator. Free the joints and withdraw the hose. Blank the open connections. 5. Slacken the worm drive clips securing the bottom hose to the coolant pump and to the radiator. Free the joints and withdraw the hose. Blank the open connections. 6. Slacken the worm drive clip(s) securing the hose(s) from the expansion bottle to the radiator. Free the joint(s) and withdraw the hose(s). 7. Remove the two setscrews and clips which attach the air bleed hose to the top left-hand side of the radiator. 8. Unscrew the two pipe union connections from the bottom of the radiator {see fig. L4-1 ). One pipe conveys oil from the transmission to the radiator where it is cooled in a separate matrix within the base of the radiator. The other pipe returns the cooled oil to the transmission. Allow any transmission fluid that d rains out to run into a clean container. Blank the open connections. 9. Secure a sheet of foam rubber to the radiator matrix inside the fan cowl. This will afford protection to the matrix when the fan assembly is withdrawn. 10. Unscrew the fan coupling from the coolant pump 1. 2. 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 \ 1 2 4 5 6 A1746 Bottom of radiator assembly Lower mount location peg (2) 2 Feed pipe connection from expansion bottle -Cars priorto 1989 model year 3 Bottom hose outlet to engine 4 Oil connection to transmission 5 Drain plug 6 Oil connection from transmission Fig. L4-1 1 spindle, noting that it has a left-hand thread (see f ig. L4-3). 11. W ithdraw the fan assembly. 12. On cars other than Corniche/Continenta l, remove the radiator clamping bloclc setscrews. Collect the plates. On Corniche/Continental cars, remove the setscrews securing the radiator top mounting clips. Collect the washers and cl i ps. Support the radiator assembly as the top mounts are removed. 13. lift the radiator assemb ly from the bottom mounts. 14. Immediately the rad iator is removed, secure blanks to the inlet and outlet connections and half fill the radiator with coolant. 15. Fit the assembly by reversing the procedure given for removal. Note the special torque tightening figures (see Section L7), and the torque spanner RH 97 47 necessary for securing the fan coupling. 16. Check and adjust the transmission oil level (see Chapter T). Radiator assembly - To dismantle and assemble 1. Remove the setscrews securing the fan cow! to the radiator. Collect the washers and withdraw both the upper and lower halves of the cowl. Note that on four door cars the top two setscrews TSO 4700 L4-1 on the left-hand side are longer, to accommodate the clips securing the top air bleed hose. 2. Upon assembly, inspect the foam rubber strips secured to the edges of the fan cowl; renew if necessary. 3. Fit the two halves of the fan cowl (see fig. l4-4), ensuring that on four door cars the clip on each half of the cowl engages in the bracket on t he radiator. 4. Ensure that the two hose securing clips are fitted to the top two setscrews on the left-hand side {four door cars only). 5. Screw in the setscrews until the cowl faces abut the radiator, then tighten each setscrew between a half and a ful I turn. A 174 7 Fig. l4-2 Radiator and expansion bottle Inset - Fan cowl (Two door cars) Dotted lin e - 1989 model year cars 5/88 L4-2 ~ ~ Radiator- To reverse flush Refer to Section L3 - Coolant. Expansion bottle The plastic expansion bottle is situated on the lefthand valance, forward of the wheel arch. The bottle is fitted with a pressure cap that operates as both a pressure and vacuum relief valve. The valve controls the pressure in the system to 1,03 bar (15 lbf/in2}. In addition, the vacuum relief valve opens up to 0, 1 bar ( 1.45 lbf/in 2 ) below atmospheric pressure. The coolant level indicator float switch is positioned in the top of the bottle. Cars prior to 1989 model year The bi;>ttle has two connections to the radiator, a feed pi pe to the bottom tank and an air bleed pipe to the top tank. Also, an overflow pipe connection to atmosphere. A B Fig. L4-3 A 8 A 174S Fan assembly retention Four door cars Two door cars 1989 model year cars The bottle has a feed pipe to the coolant pump elbow and an air bleed pipe to the top tank of the radiator. Also, an overflow pipe connection to atmosphere. Expansion bottle - To remove and fit 1. Unscrew the worm drive clips securing the hoses to the expansion bottle. Free the joints and withdraw the hoses. Blank the open ends of the hoses to prevent coolant draining from the radiator. Drain the coolant from the bottle into a clean container. 2. Disconnect the electrical leads from the coolant level indicator switch. 3. Support the expansion bottle and remove the mounting setscrews. Collect the washers. Withdraw the expansion bottle. 4. Fit the expansion bottle by reversing the procedure for remova l, noting the coolant topping-up procedure given in Section L3. Cooling system booster fans Twin booster fans are located between the radiator grille and the refrigeration condenser. They are switched from either engine coolant temperature , or from refrigerant pressure. The booster fans are electrically operated assemblies. For additional information refer to Elect rical Manuals, TSO 4701 (prior to 1989 model year) or TSO 4848 (1989 model year). Fig. L4-4 1 2 Mounting points for radiator and fan cowl Fan cowl retaining setscrews Radiator top mount Inset-Radiator top mounts (Two door cars) TSO 4700 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 L4-3 Section L5 Thermostat housing assembly The thermostat housing is situated at the forward end of the induction manifold (see fig. L5-1 ). It is connected to the induction manifold by transfer pipes. All cars are fitted with the same thermostat housing. However, various thermostat outlet elbows can be fitted, dependent upon the specification of the vehicle. A number of electrical switches are fitted into the thermostat housing dependent upon the specification of the vehicle. For service details of these switches refer to Electrical Manuals, TSD 4701 (prior to 1989 model year} or TSD 4848 (1989 model year). Thermostat The engine cooling system incorporates a wax elementthermostat (see fig. L5·2) . When the eng i ne is started from cold the thermostat is in the closed position. This reduces the engine warm-up time by recirculating the coolant leaving the engine back to the coolant pump, thus by-passing the radiator. As the coolant approaches its normal working temperature the thermostat opens and allows the engine cool a ntto flow through the radiator. When the thermostat is in the fully open position it closes the by-pass circuit. On top of the thermostat is the bridge piece and into this is secured the fixed piston rod. The valve assembly containing the wax capsule seat, is on the underside of the top flange. It is biased in th is position by a spring and retained by a 'U' piece. A second outer 'U' piece (by-pass valve) loaded by a light poundage spring, is fitted to the bottom of the thermostat to operate the by-pass circuit. The top flange incorporates a vent hole containing a jiggle pi n. This vent allows air to escape when the cooling system is being filled. When the system is operating the jiggle pin rises to close the vent. Also situated around the top flange are fusible plugs. These plugs melt at approximately 124°C (255°F) and provide vent holes for the coolant, in the event of the thermostat not opening, to control the coolant t emperature. The thermostat operates when the coolant temperature approaches between 85°C and 89"C (185°F and 192"F). At this point the wax in the capsule changes its state and expands rapidly. The expansion compresses the rubber sleeve forcing it off the end of the tapered piston rod. As the sleeve is an integral part of the main valve assembly, this movement is transmitted to the valve moving it downwards off its seat. A small quantity of warm coolant is then allowed to pass between the va lve and its seatto the radiator matrix, where it is cooled. Further rises in engine coolant temperature cause a progressive opening of the main valve until a temperature of between 99°C and 102°C (210°F} and 5/88 Printed in England @ Rolls-Royce Motor Cars L1m 1ted 1988 Fig. LS-1 Thermostat housing assembly 215°F) is attained. At these temperatures the main valve is fully open (maximum travel 14.27 mm (0.562 in)]. When the main valve assembly has opened 10 mm (0.375 in), the by-pass valve on the base of the thermostat assembly w ill have moved under spring pressure sufficiently to close the coolant by-pass circuit and all coolant is then directed to the radiator matrix. A decrease in engine temperature will cause the wax in the capsule to contract and, due to spring pressure, close the main valve and also open the by-pass circuit. The thermostat main valve assembly, being sensitive to the temperature of the surrounding coolant, controls the flow of coolant to the radiator matrix to suit the requirements of the engine. At the service interva Is quoted in the Service Schedule Manual, TSD4702, a new thermostat should be fitted. Do not attempt to adjust the thermostat. Thermostat - To remove 1. Carry out the usual workshop safety precautions. 2. Drain approximately half the radiator coolant into a clean container (see Section L3). 3. Disconnect the electrical connection from the thermostat outlet elbow. 4. Remove the setscrews securing the outlet e lbow to the thermostat housing. Collect the washers. 5. Free the joint and lift off the thermostat cover. 6. Lift the thermostat out of the housing. TSD 4700 L5-1 Thermostat- To fit Fit the thermostat by reversing the procedure given for remova l, noti ng the following . 1. Ensure that the joint faces are clean. 2. Always use a new gasket. 3. Fill the cooling system as described in Section L3. Thermostat- To test 1. Remove the thermostat from the engine. 2. Suspend the thermostat and a thermometer in a container filled with engine coolant . 3. Ensure that neither the thermostat nor the thermometer are touching the conta iner. 4. Slowly heat the coolant, sti rring continuously to ensure a uniform temperature . 5. Note when the thermostat opens and compare the temperature with the information contained in t he following tab le. Thermostat starts to open between 80°C and 89°C (176°F and 192°F). Thermostat fully open [maximum travel 14,27 mm (0.562 in)] between 99°C and 102°C (210°F and 215°F). Thermostat housing - To remove and fit 1. Carry out the usual workshop safety precautions. 2. Drai n t he coolant (see Sect ion L3). 3. Disconnect the electrical con nections from the various sw itc hes in the thermost at housing and out let elbow. Label each connection ta facilitate assembly. 4. Slacken the worm drive cli p securing the ru bber outlet hose. Free the joint and w ithdraw the hose. 5. Remove the three setscrews retaining the thermostat by.pass pipe to the coo lant pump. 6. Remove t he setscrew and ret aining plate securing 'B' bank wate r t ransfer pipe to th e thermostat housing. 7. l,J nscrew t he setscrews securing the water transf er pipes to the in let manifold. 8. Free the joints and manoeuv re the thermostat housing away from the water transfer pipes. Slig ht resistance may be encounte red w hen withdrawi ng the housing due to the rubber seal i ng rings situat ed on the transfer pipes. 9. Fit the thermostat hous ing by reversing the procedure given for remova l, not ing that new g asket s and sealing rings must be used. 10. Fill the cooling system as descr ibed in Se ction L3. Do not attempt to adjust the thermostat setting. If its operation is suspect. fit a new unit. 6. Allow the test equipment to coo l and remove the thermostat. 7. Examine the condition of the fusible plugs situated around the top of the thermostat body (see fig. L5-2). Ensure that they are intact and in good condition . 8 Fig. L5-2 1 2 3 4 5 6 7 8 7 6 W 63 Thermostat J iggle pin Tapered pisto n rod Top flange Fusible plug Main valve Rubber sleeve Wax filled element By-pass v alve 12186 L5-2 Section L6 Coolant pump The coolant pump is situated at the front of the engine and is belt driven from the crankshaft pulley. The pump draws coolant from the bottom t ank of the radiator assembly and pumps it via the coolant galleries in the crankcase t o ci rculate dire ctly onto the outside of the cyl i nders liners. The coolant then circulates through galleries in the top the crankcase, via the cylinder heads and transfer pipes to t he thermostat housing. Dependent upon the temperature in the thermost at housing, the coo lant either by-passes the radi ator (because the thermostat is closed) and recirculat es through the eng ine, or passes through the thermostat to be cooled i n the radiator assembly. The coolant pump is fitted to the engine as an individual component. When either overhaul or maintenance work becomes necessary it is not of 1 4 2 essential to remove the complete assembl y , the pump body can remain fitted to the eng i ne and all mov i ng parts withdrawn as a sub-a ssembly (see fig. l6-1). If the coolant pump requires overhaul it is recommended that a service replacement unit is fitted. However, if this is not possible for any reason the existing assembly can be overhauled. Impeller and bearing assembly- To remove {see fig. l6-1) 1. Drive the car onto a ramp and carry out t he usual workshop safety precautions . 2. Raise the ramp to a convenient working height. 3. Dra i n the coolant (see Section l3). 4. Secure a piece of foam ru bber inside the fan cowl to protect the radiator matrix. 5 6 7 \ A 1 77 5 Fig. L6-1 1 2 3 4 Coolant pump Spi ndle Abutment washer {outer) Front bear ing Distance piece 12/86 Printed in England © Rolls-Royce Motor Cars Limited 1986 5 6 7 8 Rear bearing Abutm ent washer (inner) Pump seal Impeller Inset - Corniche/Conti nental cars only TSO 4700 L6-1 5. Unscrew the fan coupling from the spindle, noting that it has a left-hand thread . 6. W ithdraw the fan assembly and lift it upwards past the refrigeration pump. Note With the exception of CornichelContinental ca rs, a plastic type engine coo Ii ng fan is fitted . Corniche/Continentaf cars have an aluminium type engine cooling fan and a spacing washer fitted between the fan and coupling. 7. Slacken, but do not remove the setscrews securing the coolant pump pulley. 8. Release the tension of the drive belts. Remove the belts . 9. Carefully ease the coolant pump pulley forward to reveal the bearing housing setscrews. 1ci. Remove the setscrews that secure the bearing housing to the coolant pump casing. 11. Withdraw the bearing housing containing all the moving parts. At this stage of the removal procedure it is possible to remove the pulley assembly from the spindle spigot. 12. Remove and discard the rubber 'O' ring from the pump casing . 13. If the casing is to be removed, refer to Coolant pump casing - To remove. Coolant pump casing - To remove 1. Refer to Impeller and bearing assembly-To remove, and carry out Operations 1 to 8 inclusive. 2. Slacken the worm drive clips securing both ends of the radiator bottom hose. Free the joints and withdraw the hose. 3. Unscrew the worm drive clip(s) securing the hose(s) to the coolant pump elbow. W ithdraw the hose(s). 4. If the car is fitted with an air injection pump it should be removed as described in TSD 4737, Engine Management Systems. 5. Remove the alternator and mounting bracket. 6. Remove the refrigeration compressor and mounting bracket (see Chapt er C) . 7. On turbocharged eng ines, it will be necessary to remove the turbocharger exhaust outlet pipe and heatsh ield . 8. Unscrew the setscrews retaining the thermostat housing to the coolant pump . 9. Remove the setscrews that secure the pump casing to the era nkcase. Collect the washers. 10. Remove the two remaining setscrews situated at the top of the pump casing which a re fitted from the crankcase side. 11 . Withdraw the coolant pump casing and the sea ling strip fitted to the lower edge. 12. Using a sharp knife, cut the paper gasket across the top edge of the era nkshaft front cover and disca rd this portion of the gasket. Coolant pump - To dismantle 1. Remove the impeller and bearing assembly from the coolant pump casing (refer to Impeller and bearing assembly -To remove). 2. Withdraw the impeller from the pump shaft using the special extractor RH 7098 . 3. Remove the rear ci rclip from the spindle and tap out the spindle from the housing using a mallet and aluminium drift. Turn the housing over and remove the drclip retaining the front bearing . Then, tap out both the front and rear bearings, together with t he dist ance piece, and abutment washers . Discard the pump seal. Coolant pump - To inspect 1. Examine the spindle for wear and damage. 2. Examine the bearings for free movement and the i nner bores for wear and damage. Normally if the coolant pump is faulty a service exchange unit should be fitted. If this is not available, proceed as follows. Coolant pump - To assemble {see fig . L6- 1 ) It is essential to keep all parts clean during the assembly procedure. 1. Before commencing to assemble the coolant pump, ensure that any damage marks on the joint faces of the bearing housing and pump casing are rectified usi ng a fine carborundum stone. 2. Insert the rear bearing into the housing and tap down us ing a ma llet and su itable aluminium drift until the bearing is approximately flush with the front inner face of the housing . 3. Fit the front bearing onto the sp indle together with the distance piece and insert the assembly into the bearing housing . Tap the spindle gently with a mal let unt il the bearing starts squarely into its bore . Then, remove the spindle and using a mallet and aluminium drift, drive the bearing into the housing until it locates against the shoulder. Th is operation w i ll also drive the rear bearing the correct dista nee into the housing. 4. Fit the outer abutment washer into the housing . 5 . Fit the front bearing retaining circlip , ensuring that the chamfered side is fitted away from the bearing. 6. Fit the spindle into the housing and invert the housing onto the spind le front face. 7. Fit the inner abutment washer onto the spindle . 8. Fit the rear circlip securing the spindle into the housing . 9. Wipe clean the end of the spindle and the counterbore i n the housing with a clean cloth. Lubricate the end of the spindle with clean engine oil. Then, tap the pressure balance seal onto the spindle and into the counterbore . 10. Again lubricate the end of the spindle with clean engine oil and press on the impeller, noting that a minimum load of 363 kgf (800 lbfl shou Id be requ i red. This ensures that the correct interference fit exists between the mating faces. 11. Using feeler gauges, ensure that the gap between the face of the bearing housing and the impeller is between 1,143 mm and 1,219 mm (0 .045 in and 0.048 in). 5188 L6-2 12. Spin the assembly to ensure that the shaft rotates freely. Coolant pump- To fit Fit the coolant pump to the engine by reversing the removal procedure, noting the following. 1. If the casing has been removed from the crankcase, ensure that the joint faces are free from burrs. Any burrs should be removed using a fine carborundum stone. 2. Obtain a new gasket and modify it to suit the crankcase to coolant pump joint faces. 3. Tighten all bolts to the standard torque figures given in Chapter P. 4. Tighten the drive belts as detailed in Chapter E. 5. Fill the system with coolant as described in Section l3. 6. Upon completion of the assembly procedure start the engine and immediately check for coolant system leaks. If satisfactory, run the engine until normal operating temperature is attained and again, check the coolant system for leaks. 12/86 Printed in England © Rolls-Royce Motor Cars Limited 1986 TSD 4700 L6-3 Section L7 Special torque tightening figures Introduction This section contains the special torque tightening figures applicable to Chapter L. For standard torque tightening figures refer to Chapter P. Sectionl4 Ref. Component 1 12/86 Printed in England © Rolls-Royce Motor Cars Limited 1986 Components used during manufacture of the vehicle have different thread formations (Metric, UNF, UNC, etc.). Therefore, when fitting nuts, bolts, and setscrews it is important to ensure that the correct type and size of thread formation is used. Fan coupling retention (L.H. thread) Nm kgfrn lbfft 48-54 5-5,5 35-40 TSO 4700 L7-1 Section LS Workshop tools RH7098 Extractor-Coolant pump impeller RH9747 Torque spanner- Fan coupling RH 9982 Duo-Ch ek-Anti-freeze/Battery tester 5/88 Printed in England @ Rolls-Royce Motor Cars Limited 1 988 TSD 4700 L8-1 Chapter M Electrical system 198 7/88 model year cars - refer to TSD 4701 Electrical Manual 1 98 9 model year cars - refer to TSO 4848 Electrical Manual 5/88 Printed in England @ Rolls-Royce Motor Cars Limited 1988 TSO 4700 Chapter N Steering system Contents Sections Rolls-Royce Silver Silver Spirit Spur Corniche/ Comiche II Bentley Mulsanne/ Turbo R Continental Eight Mulsanne S Contents and issue record sheet N1 N1 N1 N1 Rack and pinion unit N2 N2 N2 N1 N1 N1 N2 N2 N2 N2 N3 N3 Steering pump N3 N3 N3 N3 N3 Steering wheel and gear range selector unit N4 N4 N4 N4 N4 N4 N4 Steering column N5 N5 N5 N5 N5 N5 N5 Steering linkage NS N6 N6 NS N6 NS N6 Fault diagnosis N7 N7 N7 N7 N7 N7 N7 Special torque tightening figures NB NB NB NB NB NB NB Steering racks. Retrospective fitting of the type fitted to 1989 model year cars onto pre 1 989 model year cars NS NS N9 N9 N9 N9 N9 Workshop tools N10 N10 N10 N10 N10 N10 N10 4/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 TSO 4700 N1-1 Fwi1 ~ Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections Page No. 1 2 N1 N2 N3 N4 NS NS N7 NB N9 N10 8/88 6/87 6/87 8/88 6/87 6/87 8/88 4/89 4/89 6/87 8/88 2/88 6/87 8/88 8/88 6/87 6/87 6/87 3 6/87 8/88 8/88 4/89 6/87 4 2/88 6/87 8/88 2/88 6/87 5 6---------=-=---------------------------2/88 7 6/87 6/87 8 9 8/88 8/88 10 11 8/88 12 8/88 8/88 13 8/88 14 8/88 15 16 8/88 4/89 ------------------------------------- ------------------------------------- 17 18 19 20 21 ------------------------------------- 22 23 24 25 26 27 28 29 30 31 ------------------------------------- ------------------------------------- 32 33 34 35 36 37 38 39 40 41 ------------------------------------- ------------------------------------- 42 43 44 45 46 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 47 48 49 50 51 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 52 53 54 4/89 TSD 4700 Printed in England © Rolls-Royce Motor Cars Limited 1 989 N1-3 Section N2 Rack and pinion unit 1987 and 1988 model years Introduction The steering unit is a rack and pinion power assisted mechanism with centre connection to 'one-piece' track rods. Toe-in can be set by the movement of an intermediate adjuster linking the track rod inner and outer components. An anti-joggle valve is fitted into the hydraulic pressure line (located in the spoo l valve housing), to minimise any feedback to the steering wheel caused by road irregularities. The steering rack is f itted with internal lock stops. Important Damage can be caused to the steering column and rack boots if the steering is 1 8 Fig. N2-1 1 2 3 4 Power assistance Pressure is applied to the steering system rack in varying degrees. This provi des assistance to the steering wheel, dependent on the effort required to move the road wheels. 2 / 3 4 6 5 I 7 Steering unit mounted in sub-frame Intermediate link Spool valve and pi nion Convoluted seals Steering to sub-frame attachment 8/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 operated w ithout the engine running, i.e. distortion to the column, broken column mounts, and cut rack boots. To overhaul the rack and pinion assembly, the fo llowing kits of parts are available. Spool valve renewal kit Rack overhaul kit Bellows replacement kit. 5 6 7 8 A2047 Side steering lever T rack rod adjuster Inner ball joint bracket Centre tu be and seal TSD 4700 N2-1 The amount of assistance is controlled by the passage or restriction of oil through a series of ports in the upper half of the pinion box. This creates a pressure differential across the rack, proportional to the load applied at the steering wheel. The system operates by causing a small torsion bar to twist, immediately the steering wheel is moved, rotating the concentric va Ive components to provide the pressure differential required . A ' fail safe' device prevents the torsion bar from bei ng overstressed by limiting the number of degrees through which it can twist. Important The steering unit must be handled with exceptional care. Avoid impact loads on the input shaft and centre off-take, and damage to the convoluted sea Is which could cause premature fai lure of the unit. Do not disturb the end plug or locking nut whilst the rack and pinion unit is fitted to the car. 1 10 \ 9 2 8 7 6 Fig. N2-2 Spool valve and pinion housing 1 2 3 4 5 6 7 8 9 10 Bolt - lower link to spline Valve and pinion shaft Heatshield Hyd ra ulic feed pipework Flu id f eed to end of rack Anti-joggle valve adapter Hydraulic return pipework Fluid feed to end of rack Seal attachment clip Convoluted neoprene seal 4 A240 1 The majority of the threads on t he rack assem bly are metric, except for the mounting bolts to the sub-frame and the lower steering column linkage. Therefore, always ensure the correct nuts and bolt s are fitted. Rack and pinion unit - To remo\le 1, Place the car on a ramp and remove fuse A6 from fuse panel F2 on the main fuseboard. Dis connect the batte ry . 2. Chock the road wheels and raise the ramp to a convenient wo rking height. 3. Fit a clamp to the feed hose from the remote reservoir. 4. Position drip trays beneath the spool valve. Then , remove the pipe unions from the va Ive. Fit blanks to prevent the ingress of foreign matter. 5. Remove the split pin, castel lated nut, and bolt securing the lower linkage to the pinion shaft splines Isee fig . N2-2 ). 6. Straighten t he tab-washer. Then, remove the setscrews holding the inner ball joint bracket to the steering rack centre position . Care must be taken not to disturb the steering rack centre block oil sea l. 7. Support the rack and pin ion unit, then remove the setscrews attaching the unit to the sub-frame brackets. 8. Lower the unit from beneath the suspension, carefully w ithdrawing the pinion shaft from the lower column linkage. Warning Never strike the rack and pinion unit with a hammer. 9. Examine th e convoluted seals for damage, etc., and the centre block oil sea l for leaks. Replacement of convoluted seals (see fig. N2-4) If when a convo luted sea l is removed due to spl its and/or leakage, and there is evidence of the ingress of water and/or road dirt, a complete stripdown, clean , and inspection should be made of th e unit. 1. Position dri p trays under the ends and centre sections of the unit. 2. Carefully remove the hydrau lic pipe union situated at the end of the un it, opposite the pi nion box housing. 3. Gri p the bracket, at the same end, in a vice. Unscrew and remove the blanking plug from the end of t he rack tube and withdraw the outer tu be from the bracket. Colle ct the dismantled parts and cover w ith a clea n cloth. Discard th e 'O' rings. If it is only necessary to re place the convoluted seal at the d ismantled end of the unit, there will be no need to disturb the centre block and oil seal. However, if both convoluted seals are to be removed, t he central block and seal m ust be removed as described in the followi ng o perations. 4. Unscrew t h e cap screw holding t he central b lock in position against the rack gear, w ithdraw the b lock and oil seal. Protect the components by cover ing with a clean cloth. 5. Slacken the sealing clips screws that secure t he convoluted sea ls in position. 2/ 88 N2-2 Remove the ring clips, seals, and central spacer tube. The spacer tube must be covered to prevent the ingress of di rt. 6. Turn the unit over with the slot facing downwards. This will enable the lubricating oil to drain from the unit into a suitable tray. 7. Fit new convoluted seals, clipping these to the pinion box, outer tube, and the central spacer tube. To enable service inspection checks on the tightness of the clips when the unit is fitted to the vehicle, ensure that the screw heads of all the retaining clips face downwards and towards the rear of the rack. Lift the unit higher at the dismantled end and pour 0,057 litre (0.1 Imp pt; 0.12 US pt) of new approved lubricating oil (see Chapter DJ through the slot in the central spacer tube. 8. Fit the centre block using the flexible bonding agent Silastic 732 RTV sea lant on the mating surfaces of the seal, to ensure a leak free joint. 9. Fit a new 'O' ring and position the support bracket onto the outer tube. Apply Loctite 542 to the th reads of the blanking plug, and fit a new 'O' ring. Carefully screw the blanking plug into position. Note To ensure control of the parallelism of the two mounting bracket faces, place the assembled unit with the bracket face downwards onto a surface table or a similar flat fixture plate. 10. Lightly clamp the two mounting brackets of the unit onto the flat surface. 11. Torque tighten the blanking plug to the f igures quoted in Section NB. 12. Screw the hydraulic pipe union into the blanking plug. Torque tighten to the figures quoted in Section NB. Rack and pinion unit- To dismantle (see figs. N2-8 and N2-9) If the unit has an internal fault which necessitates the removal of the rack, dismantling to the stage of withdrawing the centre b lock should be completed before carrying out the fo llowing operations . Removal of the centre block is described under the head i ng Replacement of convoluted seals, Operations 1 to 6 inclusive. 1. After draining the lubricating oil, place the unit onto two 'Vee' shaped wooden blocks. 2 . Remove the remaining feed pi pe. Blank off the hole in 1he pinion box and cover. 3. Mark the relationship between the input shah spline and pinion box housing with the steering in the straight ahead position. Use the screwed plug to ensure a correct setting . 4. Unscrew the nuts, and release the pinion and valve housing assembly by gripping the pinion spline with one hand, and keeping the two halves of the valve housing together with the other hand. W ith a turning movement lift the assembly using the splined shaft, clear of the pinion position (see fig. N2-5). 5. Release the lock-nut. Unscrew the remaining end cap. Discard the internal 'O' ring. 6. Usi ng an appropriate sized wooden dowel, 5 Fig. N2·3 1 2 3 4 5 , 4 A20 Rolls-Royce Motor Cars Limited 1988 5. To fit the exterior door handle, reverse the procedure given for removal. For information on the setting of the push button overtravel reference should be made to, Exterior door handle push button - To set. Exterior door handle push button - To set (see fig. S5-6) 1. With the door open, move the claw mechanism ofthe latch into the 'door closed' position. Never attempt to close the door with the mechanism in this position, or severe damage to the latch may result. 2. Depress the push button and check that the latch operates correctly. The latch should operate with between 3 mm and 5 mm (0.125 in and 0.200 in) of push button overtravel. To adjust the push button overtravel, it will be necessary to lower the door latch and amend the number of spacers on the co ntro I rod ( item 3). Reference should be made to Door latch-To remove. Solenoid assembly- To remove and dismantle (see fig. S5-6) 1 . Remove the door trim (see Door trim - To re move and fit). 2. Remove the waist rail finisher (see Waist rai I finisher-To remove). 3. Disconnect the relay lever link rod (item 4) from the solenoid assembly. 4. Disconnect the plug and socket (item 5) from the solenoids. 5. Remove the setscrews and washers (item 6) securing the solenoid assembly to the door panel. Then, carefully manoeuvre the assembly clear of the door. 6. If it is necessary to replace a solenoid proceed as follows. Remove the ci rel ip and ny Ion washer (item 7). Withdraw the drive lever (item 8). Then, unclip and remove the plastic solenoid cover. Disconnect the solenoid leads from the terminal block (item 9). Unscrew and remove the solenoid/connecting link assembly from the base plate. The solenoids can then be separated from the connecting link by removing the roll pins (item 10). Solenoid assembly - To assemble and fit (see fig. S5-6) 1 . Loosely fit the solenoid/connecting Ii n k asse m b!y to the base plate. Align the solenoids to give unrestricted movement of the connecting link, then tighten the solenoid securing screws. 2. Connect the solenoid leads to the terminal b lock, then press the plastic solenoid cover into position. 3. Fit the drive lever and secure with a circlip and nylon washer. 4 . To fit the solenoid assembly to the door reverse the removal procedure, Operations 1 tc, 5 inclusive, noting that wherever link rods have been disconnected it is important that new Fastex bushes are fitted on assembly. TSD 4700 S5-13 ffi5i1 ~ w --H- 3.o mm- 5 0 (0.1 25 in - ,0.187 mm in) ) I ) /" // I I // _J A 1605 Fig.S5-G S5-14 andle, solenoid Extenordoorh · assembl y, and fittin -- ~ - -- "' - --- 9188 To set the position of the solenoid assembly in the door, reference should be made to Solenoid assembly-To adjust. Solenoid assembly- To adjust (see fig. S5-6) 1. Loosen the three setscrews (item 6) securing the solenoid assembly to the door panel. 2. Disconnect the relay lever Ii nk rod lite m 4) from the drive lever on the solenoid assembly. 3. Move the door latch lever (item 11) and the solenoid drive lever (item 12) into the 'door locked' position. 4. Adjust the position of the solenoid assembly until the link rod (item 4) aligns with the hole in the solenoid drive lever. Tighten the solenoid assembly securing screws. 5. Connect the link rod to the drive lever, noting that wherever link rods have been disconnected it is important that new Fastex bushes are fitted on assembly. Checking the door locking system Operation Check Sill control button in up position. Child safety lever disengaged (up). Door opens from interior handle and exterior push button. Sill control button in up position. Child safety lever engaged (down). Door opens from exterior push button. Door cannot be opened from the interior handle. Door closed. Sill control button in down position. Child safety lever in disengaged (up) or engaged (down} position. Door cannot be opened from the interior handle or the exterior push button. Door open. Sill control button in down position. Child safety lever in disengaged (up) or engaged (down) position. Door remains locked when closed (exterior push button depressed or free). 9/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD 4700 S5-15 Section S6 Bonnet Contents Pages Rolls-Royce Bentley Silver Spirit Silver Spur Eight Mulsanne/ Turbo R Mulsanne S Introd u ction S6-3 S6-3 S6-3 S6-3 S6-3 Bonnet-To remove and fit S6-3 S6-3 S6-3 S6-3 S6-3 Bonnet hinges- To remove and fit S6-3 S6-3 S6-3 S6-3 S6-3 Bonnet catch mechanism- To remove and fit S6-3 S6-3 S6-3 S6-3 S6-3 Bonnet release cable- To renew S6-3 S6-3 S6-3 S6-3 S6-3 Bonnet pads-To remove and fit S6-5 S6-5 S6-5 S6-5 S6-5 Bon net seals - To renew S6-5 S6-5 S6-5 S6-5 S6-5 7/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD 4700 S6-1 Section S6 Bonnet Introduction Prior to commencing work, ensure that a suitably prepared area is available to store any items of trim, etc., that are removed. Bonnet - To remove (see fig. 56-1) 1. Disconnect the battery. 2. Raise the bonnet. 3. Disconnect the bonnet lamp loom (item 1 ). 4. Cut and discard the plastic cable ties securing the bonnet lamp loom (item 2). 5. To facilitate assembly, mark the position of each hinge in relation to the bonnet. 6. With the help of an assistant, support the bonnet and remove the bonnet to hi nge setscrews and washers (item 3). Note that an earth bonding st rap is secured under one of the setscrews. Remove the bonnet. Bonnet - To fit Reverse the procedure given for removal noti ng the following. 1. Prior to tightening the bonnet securing setscrews, align the marks made during removal. 2. Check that the bonnet to body clearances are equal and that the bonnet opens and closes without difficulty. If necessary, adjust the position of the catch plates situated on the bonnet. 3. On cars conforming to a North American specification, ensure that the protrusions on the bonnet retention brackets align with their respective holes in the brackets situated on the bulkhead. Bonnet hinges - To remove and fit (see fig. S6-1) 1. Remove the bonnet. 2. To facilitate assembly, mark the position of each hinge in relation to the body. 3. To gain access to the bonnet hinge upper fixing, it wil I be necessary to remove the headlamp unit (Refer to Electrical Manual TSO 4701, Section 10). Remove the exposed setscrew and washer (item 4). '1. Release the setscrew and washer (item 5) then remove the hinge. 5. To f it the hinges reverse the procedure given for removal. Bonnet catch mechanism - To remove and fit (see fig. S6-2) 1. Disconnect the battery. 2. Raise the bonnet. 3. Unscrew and remove the windscreen wiper mechanism cover (item 1 ). 4. Remove the springs situated at either end of the countershaft (item 2}. 9186 Printed in England © Rolls-Royce Motors Limited 1986 Fig. S6-1 Bonnet and hinge mounting arrangement 5. Unclip and straighten the looped end o f the bonnet release cable. Loosen the grub screw (item 3) and release the cable from the retainer. 6. To facilitate assembly , mark the position of each guide plate in relation to its mounting bracket . 7. Remove the guide plate securing setscrews and washers (item 4). Note t hat an earth bonding strap and a number of suppressors are secured under one of the setscrews. 8. Carefully manoeuv re the counters haft clear of the wiper mechanism and remove. 9. Tofitthe catch mechanism, reverse the procedure given for removal noting the following. Do not attempt to close the bonnet until the release cable has been fitted and set (see Bonnet release cable-To renew, Operations 7to 11 inclusive). Bonnet release cable - To renew (see fig. S6-2) 1. Disconnect the battery. 2. Raise the bonnet. 3. Unclip and straighten t he looped end of the bonnet release cable. Loosen the grub screw (item 3) and release the cable from the retainer. 4. Remove the screws and washers (item 5) then lower the parking brake trim panel and release the Lucarconnectors from thefootwell lamp. Remove the pane l. TSD 4700 S6-3 1 ,60 mm - 4,80 mm (0.062 in - 0.187 in) A14 1 9 Fig. S6-2 Bonnet release mechanism 5. Completely withdraw the bonnet release cable, pulling it through the pivot on the release handle. 6. Lightly smear the new cable with Rocol MTS 1000 grease, or its equiv a lent. Carefully feed the cable into position th rough the release handle pivot and outer sheath. 7. Place a length of 6,35 mm (0·250 in) diameter bar in the guide plate, then carefully move the counters haft into the 'bonnet closed' position (see inset). 8. Thread the release cable th rough the retai ner in the countershaft until the nipple end of the cable fits into the pivot on the release handle. Then, tightenthe grub screw. 9 . Check that there is between 1,6 m rn and 4,8 mm (0·062in and 0· 187 in) of free movement in the release handle (see inset). This movement is measured from 9186 S6-4 • • @ r.@ 8 • @ • ~ io- - ~ . A142 2 Fig. S6-3 Bonnet pads the handle resting on its rubber stop to the point when it begins to operate the countershaft. If necessary, loosen the grub screw and adjust the cable. 10. Loop the excess cable and clip into position approximately 38 mm (1·50 in) from the retai ner. 11. Remove the length of ba r from th e guide plate and operate t he bonnet release lever. Check that the countershaft moves into the 'bonnet open' position, and that the release handle returns to its stop when released. 12. Check that the bonnet opens and closes w ithout difficulty. If necessary, adju st the position ofthe catch plates situated on t he bonnet. 4. To fitthe bonnet pads reverse the procedure given for removal. Bonnet seals - To renew 1. The bonnet seals are simp ly a push-on fit over the scuttle panel and front wing flanges and can be eas ily removed and refitted, taking care not to damage the paintwork. Bonnet pads - To remove and fit {see fig. S6-3) 1. The smal I bonnet pads (item 1) are simplywedged behind the inner panel and can be easily removed. 2. To remove the large bonnet pads proceed as follows . Rem ove the domed nuts and large washers (item 2). Release the self-tapping screws (item 3} and remove the pads . It may be necessary to loosen the bonnet lamp mounting bracket to facilitate removal of the rear bonnet pad. 3. If the bonnet pads a re to be renewed, separate the plastic fasteners and remove the metal straps (see inset). 9/86 TSD 4700 Printed in England d:> Rolls-Royce Motors Limited 1986 S6-5 Section S7 Luggage compartment lid Contents Pages Rolls-Royce Silver Silver Spirit Spur Bentley Eight Introduction S7-3 S7-3 S7-3 S7-3 S7-3 Safety procedures S7-3 S7-3 S7-3 S7-3 S7-3 Luggage compartment lid carpet -To renew S7-3 S7-3 S7-3 S7-3 S7-3 Luggage compartment lid -To remove and fit S7-4 S7-4 S7-4 S7-4 S7-4 Hinges- To remove and fit S7-4 S7-4 S7-4 S7-4 S7-4 Seal-To remove and fit S7-5 S7-5 S7-5 S7-5 S7-5 Latch mechanism -To remove and fit S7-5 S7-5 S7-5 S7-5 S7-5 Lock mechanism - To remove and dismantle S7-5 S7-5 S7-5 S7-5 S7-5 Lock mechanism - To assemble and fit S7-6 S7-6 S7-6 S7-6 S7-6 Lock mechanism - To set S7-9 S7-9 S7-9 S7-9 S7-9 Hinged Iock cover - To remove and fit S7-9 S7-9 S7-9 S7-9 S7-9 7/87 Printed in England © Rolls-Royce Motor Cars Limited 1 987 Mulsanne/ Turbo R Mulsanne S TSD 4700 S7-1 Section S7 ~ ~ Luggage compartment lid Introduction Prior to commencing work, ensure that a suitably prepared area is available to store any items of trim, etc., that are removed. Safety procedures The cleaner and adhesive referred to in this sectio n are classified as highly flammable. For guidance on their use reference must be made t o Section S3. Luggage compartment lid carpet - To renew (see fig. S7-1) 1. Disconnect the battery. 2. Unscrew and lower the centre trim panel (item 1 ). Disconnect the lucar connectors from the luggage compartment lamp and remove the panel. Note the position of the leads to ensure correct assembly. 3. Release the rear lamp access panels by turning the fasteners (item 2) through 90° . Carefully unclip the Fig. 57-1 lower edge of the panels and remove. 4. Unscrew and remove th e hinge cover trim (item 3). 5. If fitted, carefully prise the drive fastene rs from the edge of the carpet. 6. Using a suitable scraper, completely remove the carpet taking care not to damage the finished paintwork. 7 . Thoroughly clean the bonding surface of the lid using a cloth moistened with Bostik Cleaner 6001 . Allow to dry. 8. Apply an even coat of Apollo Adhesive AX2344 to the underside of the new carpet and to the inner panel of the luggage compart ment lid. Allow five minutes for the adhesive to 'flash' dry. 9 . With the help of an assistant, align the carpet and press firmly into position. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001. 10. Fit the removed panels by reversing the procedure given for removal. Luggage compartment lid trim and hinge mounting arrangement 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 TSO 4700 S7-3 Luggage compartment lid - To remove (see fig. S7-1) 1. Disconnect the battery. 2. Unscrew and remove the hinge cover trim (item 3). 3. To remove the luggage compartment front trim panel proceed as follows. Remove the screws and cup washers (item 4) situated along the top and bottom of the panel. Release the two press fasteners (item 5). Remove the battery master switch knob (item 6) by releasing the centre screw, ring nut. and instruction plate. Remove the front trim panel . 4. Cut and discard the cable ties (item 7) securing the Fig. S7-2 I Luggage compartment lid seal ! I I j ( \ ,, I ' ~ -~~~ I I I I I I I I Fig. S7-3 Latch mechanism electrical loom to the right-hand luggage compartment lid hinge. 5. Disconnect the loom plug and socket (item 8). then manoeuvre the loom clear of the hinge mounting area. 6. To facilit ate assembly, mark the position of each hinge in relation to the luggage compartment lid. 7 . With the help of an assistant , support the luggage compartment lid and remove the setscrews and washers (item 9). Note the position and quantity of any shims situated between the hinges and the luggage compartment lid. Remove the lid. Luggage compartment lid - To fit (see fig. S7-1 ) Reverse the procedure given for removal noting the following. 1. Prior t o tightening the luggage compartment Iid securing set screws align the marks made during removal. 2 . Using a pencil, mark the position of the latch striker (item 10). Then, release the securing setscrews and washers and remove the latch striker. 3. Careful ly close the luggage compartment lid and check that the clearances between the lid and the body are equal. Adjust if necessary, then tighten the setscrews. 4. Fit the striker. Check that the lid can be opened and closed without difficulty. Ens ure that the lid lies flush with the rear wing panels when closed. If necessary, adjust the vertical position of the striker. 5. Ensure that the overtravel stops (item 1 1) are correctly positioned, allowing approximately 2 mm (0.078 in) of luggage compartment lid overtravel. The overtravel stops prevent the paintwork from being damaged if the lid is closed using excessive force. 6 . Check that the luggage compartment lock solenoids, centralized door locking micro-switches, and all the bulbs in the rear lamp clusters are operating correctly. Hinges - To remove (see fig . S7-1 ) 1. Remove the luggage compartment lid (see Luggage compartment lid - To remove). 2. Release the lock-nut (item 12) then remove the luggage compartment lamp switch from its mounting bracket situated on the left-hand hinge. Note the number of spacing washers situated between the mounting bracket and the switch. 3 . Carefully prise open the clips securing the hinge torsion bars to the underside of the rear decking pa nel. 4. Release the setscrews and washers (item 13 ) securing the hinges to the body. Remove the hinges. Hinges - To fit Reverse the procedure given for removal noting the following . 1. Ensure that the hinge securing setscrews are replaced in their original positions. The shorter 'Allen ' headed setscrews fit closest to the luggage compartment lid. 2. Check that t he correct number of spacing washers are replaced bet ween the switch and t he mounting bracket. 5/ 88 S7-4 ~ ~ Seal - To remove and fit 1. Carefully pull out a section of the seal and progressively remove it from its retaining channel. 2. To fit the seal, start by applying a light coating of Pal rn grease, or its equivalent, to the base section of the seal. 3. Loosely fit the moulded corners of the seal into position on the luggage compartment lid (see fig. S7-2). 4. Ensure that the seal is positioned with the narrower fitting flange upwards (see fig. S7-2, inset A). 5. Starting in a central position below the latch mechanism, carefully press the seal into the retaining channel. A wooden or perspex wedge shaped tool with smooth edges will assist during this operation. Care must be taken not to stretch the seal or damage the paintwork. \' Latch mechanism - To remove (see fig. S7 - 3) 1. Disconnect the battery. 2. Unscrew and lower the centre trim panel (see fig. S 7 - 1 , item 1 ). Disconnect the lucar connectors from the luggage compartment lamp and remove the panel , 3. Disconnect the latch mechanism control rod from the release lever (see fig. S7-3, item 1). 4. To facilitate assembly, mark the position of the latch mechanism (item 2) in relation to its mounting bracket. 5. Remove the four setscrews and washers securing the latch mechanism. Then, withdraw the latch mechanism/control rod assembly from the luggage compartment lid. Latch mechanism - To fit Reverse the procedure given for removal noting the following. 1. Wherever control rods have been disconnected, it is important that new Fastex bushes are fitted on assembly. This will ensure that the rods are correctly secured. 2. Prior to tightening the screws securing the latch align the marks made during removal. 3. Before closing the luggage compartment lid, check that the latch is released when t he handle is operated (see Lock mechanism - To set). Lock mechanism - To remove and dismantle Cars fitted with the lock mechanism incorporating a metal release lever (see fig. S7-4, item 1 ). 1. Disconnect the battery. 2. Unscrew and lower the centre trim panel (see fig . S7- 1, item 1). Disconnect the Lucar connectors from the luggage compartment lamp and remove the pa nel. 3. Disconnect the latch mechanism control rod from the release lever on the lock mechanism (see fig. S7 -4, item 2). 4. Drill out the pop rivets (item 3) which secure the luggage compartment lid release handle. Then, remove the retaining plate, handle, and rubber seal. 5. Disconnect the electrical leads (item 4) at the terminal block. Note the col our and position of th e leads to ensure correct assembly. 5/88 Printed in England t? Rolls-Royce Motor Cars Limited 1988 A l610 Fig. S7-4 Lock mechanism (incorporating a metal release lever) 6. Release the loom from t he clip situated on the lock mechan ism mounting bracket (item 5). 7. Remove the two bolt s, nuts, and washers (it em 6) securing the lock mechanism. Then, carefully wit hdraw the mechanism from the luggage compartment lid. 8. Loosen the two £.crews securing each micro-switch (item 7) then remove th e sw it ches from the g uide bracket lugs. 9 . Remove the release trig ger springs (item 8). 1 Q_ Remove the Starlock washer (item 9) from the actuator sp igot. 11. Disconnect the solenoid and micro-switch leads at the terminal block_ Note the colour and pos it ion of the lead s to ensure correct assembly. 12. Rem ove the screw s and spring w as hers securing the guide bracket (item 1 0) and th e soleno id assemblies. Withdraw the guide bracket clear of the actuator spigot. Then, remove the bracket together with the solenoid/ connecting link assembly (item 11 ) from the lock mounting bracket. Th e solenoids c an then be separat ed from the connecti ng link by rem oving the roll pins. TSD 4700 S7-5 13. Manoeuvre the actuator (item 12) clear of the release lever pins and private lock drive arm. 14. Remove the circlip (item 13) and withdraw the private lock/drive arm assembly. Tap out the roll pin and remove the drive arm/centralizing spring assembly (item 14). Lock mechanism - To assemble and fit Cars fitted with the lock mechanism incorporating a metal re Iease Iever (see fig. S7 -4, item 1). 1. To ensure the correct operation of the lock mechanism, a new Star\ock washer (item 9) and private lock sealing rings (item 15) should be fitted on assembly. 2. Locate the drive arm/centralizing spring assembly into the slot in the private lock unit. Ensure that the spring legs are positioned between the pins protruding from the lock unit. Secure the drive arm/centralizing spring assembly using a roll pin. 3. Fit the private lock/drive arm assembly to the mounting bracket and secure with a circlip. 4. Using the key, turn the drive arm to approximately 45°. Manoeuvre the actuator into position over the drive arm and release lever pins. 5. Slide the guide bracket (item 10) into position on the actuator spigot and loosely fasten to the lock mounting bracket. 6. Position the solenoid/connecting link assembly and loosely fasten to the lock mounting bracket. Ensure that the connecting link pin engages with the slot in the actuator. Align the solenoids to give unrestricted movement of the connecting link. then tighten the securing screws. 7. Check that the guide bracket is square to the lock mounting bracket and that the actuator spigot slides freely through the guide bracket bush. Tighten the securing screws. 8. Attach the release trigger springs. 9. Fit the micro-switch assemblies to the guide bracket lugs. Position the switches so that the private 0,20 mm (0.007 in) I I Fig. S7-5 Setting the lock actuator lock drive arm makes contact with each switch when the key is turned approximately 45° from the vertical position, both clockwise and anti-clockwise. Tighten the micro-switch securing screws. 10. With the actuator in the unlocked position, place a 0,20 mm (0.007 in) feeler gauge between the release lever stops and the lock mounting bracket (see fig. S75, item 1). Locate the Starlock washer (item 2) over the actuator spigot and push it firmly up to the bush in the guide bracket. Remove the feeler gauge. 11. Prior to fitting the mechanism to the luggage compartment lid apply a small amount of Palm grease, or its equivalent, to the private lock sealing rings. Manoeuvre the mechanism into position then secure using the bolts, nuts, and washers (see fig. S7-4, item 6). Check that the private lock mounting bracket is firmly seated against the large nut (item 16). 1 2. Before closing the luggage compartment lid, check that the lock catch is released when the trigger is operated (see Lock mechanism - To set). 13. Check that the luggage compartment lock solenoids, centralized door locking micro-switches, and all the bulbs in the rear lamp clusters are operating correctly. Lock mechanism - To remove and dismantle Cars fitted with the lock mechanism incorporating a plastic release lever (see fig. S7-6, item 1 ). 1. Disconnect the battery. 2 . Unscrew and lower the centre trim panel (see fig. S7-1 ). Release the Lucar connectors from the luggage compartment lamp and remove the panel. 3. Disconnect the latch mechanism control rod (see fig. S7-6, item 2) from the release lever on the lock mechanism. 4. Using a countersunk drill, carefully remove the pop rivet heads (item 3) securing the luggage compartment lid release handle. Take care not to drill through the handle or irreparable damage to the release trigger will result. 5. Remove the screws securing the terminal block (item 4), then disconnect the solenoid and micro-switch leads. Note the colour and position of the leads to ensure correct assembly. 6. Release the electrical leads from the clip (item 5) . 7. Remove the two bolts, nuts, and washers (item 6) securing the lock mechanism. Then, carefully withdraw the mechanism from the luggage compartment lid. 8. Loosen the two screws securing each micro-switch (item 7), then withdraw the switches from the shield lugs. 9. Loosen the lock-nut and remove the adjustable stop (item 8). 1 0. Remove the screws and spring washers securing the shield (item 9). Lift the interrupter (item 10) to allow the shield to be removed, taking care not to overstress the interrupter return spring. 11. If necessary, remove the interrupter/release lever assembly by removing one of the Starlock washers (item 11) and withdrawing the pivot pin. The interrupter can be separated from the release lever by removing the Starlock washer (item 12). Ensure that the interrupter 5/ BB S7-6 8 Fig. 57-6 Lock mechanism (incorporating a plastic release lever) 5/ 88 Printed in Eng land ~ Rolls-Royce Motor Cars Lim ited 1988 TSD 4700 S7-7 return spring is fitted as shown in inset A. 12. Remove t he screws and spring washers (item 13). then withdraw both solenoids from the plungers. 13. Using the key, turn the private lock drive arm to approximately 45° allowing the plunger/connecting link assembly (item 14) to be removed. 14. If it is necessary to remove the luggage compartment lid release trigger, unhook the return springs (item 15) and remove the Starlock washers (item 16). Then, carefully disengage the release trigger from the mounting bracket. 1 5. Unhook and remove the saddle spring (item 1 7). 16. To remove the saddle/toggle spring assembly (item 1 8) proceed as follows. Using the key, turn the private lock drive arm to approximately 45° . Turn the saddle/toggle spring assembly through 1 80° and withdraw it over the drive arm. 0,40mm (0.015in) A20>! 2 Fig. S7-7 Setting the lock interrupter . .. :. .... ' A Fig. S7-8 B Setting the lock mechanism A204 1 17 . Inspect t he toggle spring (item 19) and renew if necessary. The toggle spring should be fitted as shown in inset 8. 18. Remove the circlip (item 20) t hen withdraw the private lock/drive arm assembly. If necessary. tap out the roll pi n and remove the d rive arm/ centralizing sp ring assembly (item 21 ). Lock mechanism - To assemble and fit Cars fitted with t he lock mechan ism incorporating a plastic release lever (see fig. S7-6, item 1). 1. To ensure the correct operation of the lock mechanism. new private lock sealing rings (item 22 ) and Starlock w ashers (if removed) should be fined on assembly. 2. Locate the drive arm/centralizing spring assembly into the slot in the private lock unit. Ensure that the spring legs are positioned between the pins protruding from the lock unit. Secure the d rive arm/centralizing spring assembly using a roll pin. 3. Fit the private lock/drive arm assembly to the mounting b racket and secure w ith a circlip. 4. To fit the saddle/toggle spri ng assembly (item 18) proceed as follows. Using the key, turn t he prlvate lock drive arm to approximately 45°. Invert th e saddle/toggle spring assembly and hook it over the drive arm. Push the saddle/ toggle spring assembly onto t he lock barrel and t urn through 180° . 5. Fit the release trigger using new Starlock washers (item 1 6), and attach the trigger return springs (item 15 ). Note that the shorter hoo k ends of the springs fit into the holes in the mou nting bracket. 6. Using t he key, turn the private lock drive arm to approximately 45° allowing t he plunger/connecting link assembly to be positioned behind t he saddle. Ensure that the boss on the sadd le engages with the recess in the solenoid plunger connecting lin k. Apply a small amount of Keenom ax C3 grease, or its equivalent, t o t he solenoid connecting link. Check t hat the toggl e spring (item 19) is fitted as sh own in inset C. 7. Fit the solenoids to the plunger/ connect ing link assembly and loosely attach to the mounting bracket . Align the solenoids to give unrestrict ed movement of the plungers, then tighten the securing screws. 8. Attach the saddle spring (ite m 17 ). 9. Pass the shield (item 9) underneath the interrupt er, taking care not t o overstress the int errupter return spring. Loosely attach the shield t o the mounting bracket. Align the shield square with th e mount ing bracket. then t ighten the securing screws. 10. Loosely fit the micro-switches t o the shie ld lugs. Position the switches so that the private lock drive arm operates each switch when the key is turned app roximately 45° from the vertica l position. both clockwise and anti -clockwise. Note that the drive arm should deflect the saddle spring (ite m 17) prior t o operating the switches. Tighten the micro-switch securing screws. 11. Fit the adjustable stop (item 8 ). Ensure that the release lever is t ouching the stop. Then, adjust the stop until a clearance of 0,38 mm (0.01 5 in) exists between 5/ 88 S7-8 ~ ~ the interrupter and the release handle spigots (see fig. S7- 7 ). Tighten the adjustable stop lock-nut. 1 2. Prior t o fitting the mechanism to the luggage compartment lid apply a small amount of Palm grease, or its equivalent, to the private lock sealing rings . 1 3. Manoeuvre the mechanism into position then secure using the bolts, nuts, and washers (item 5 ). Check that the lock mechanism is pressed firmly against the lock cover securing nut. 14. Clip the electrical leads int o position, ensuring that they are kept clear of the adjustable stop and any moving parts. 1 5. Connect the electrical leads from the solenoids and micro-switches to the terminal block. 16. Fit a new Fastex bush to the release lever and connect the latch mechanism control rod (item 2 ). 17. Prior to closing the luggage compartment lid, check that the latch pawl is released when the handle is operated (see Lock mechanism - To set) . 18. Connect the battery, then check that the luggage compartment lock/unlock solenoids and centralized door locking micro-switches are operating correct ly. Lock mechanism - To set With the luggage compartment lid in the raised position, move the latch pawl to the 'locked' posit ion. Pull the luggage compartment release handle and check that the latch pawl becomes disengaged; allowing it to pivot freely. If the latch does not disengage proceed as follows referring to figure S7-8. 1. Disconnect the latch mechanism control rod from the release lever on the lock mechanism. 2. Depending upon the type of lock mechanism fitted, ensure that the release lever i s t ouching either the actuator spigot (see inset A. arrowed) or the adjustable stop (see inset B, arrowed). 3. Fit a new Fastex bush to the release lever. Then, loosen the control rod lock-nut and adjust the lengt h of the rod unti l it aligns with the hole in the bush. Connect the control rod and tighten the lock-nut. Hinged lock cover - To remove and fit (see fig. S7-9) Applicable to all Rolls-Royce cars; also applicable t o Bentley cars prior to 1989 model year. 1. To gain access to the hinged lock cover securing nut, it will be necessary to remove the lock mechanism (see Lock mechanism - To remove and dismant le). 2 . Remove the securing nut (item 1) and retaining plate. Caref ully withdraw the lock cover and fibre washer (item 2). 3. To fi1 the lock cover reverse the removal procedure noting the following. To prevent damage to the paintwork, attach a layer of transparent adhesive tape t o the landing surface of the lock cover magnet. Winged badge and hinged lock cover - To remove and fit (see fig. S7-9) Applicable t o 1989 model year Bentley cars. 1. To remove the winged badge (item 1) proceed as follows. To gain access to the badg e securing nuts, unscrew 5/88 Printed in England ~ Rolls-Royce Motor Cars Limited 1 988 A Fig. S7-9 Hinged lock covers A Applicable to all Rolls-Royce cars ; also applicable t o Bentley cars prior to 1989 model year B Applicable to 1989 model year Bentley cars and lower the centre trim panel (see fig. S7-1 , item 1 ). Remove the badge securing nuts, plain washers, and sealing washers (item 2 ). Lift the hinged lock cover (item 3) and carefu lly remove t he winged badg e. 2. To remove the hing ed lock cover proceed as follows. Remove the winged badge. To gain access to the lock cover securing nut, it will be necessary to remove the lock mechanism (see Lock m echani sm - To remove and dismantle). Remove the securing nut (item 4) . Carefully withdraw th e retaining coll ar and hinged lock cover. 3_ To f it the lock cover and winged badge reverse the removal procedure noting the following . To prevent water ingress, apply a small amount of Bosti k Seelastik, or its equiva lent. to the reta ining collar and the base of the badg e securing s1uds prior to fitting. TSO 4 700 S7-9 Section S8 Windscreen Contents Pages Rolls-Royce Silver Silver Spirit Spur Bentley Eight Mulsanne/ Turbo R Mulsanne S Introduction 58-3 58-3 SB-3 SB-3 SB-3 Safety procedures S8-3 SB-3 58-3 S8-3 58-3 Windscreen - To remove S8-3 S8-3 58-3 S8-3 SB-3 Windscreen - To fit SB-5 SB-5 SB-5 SB-5 SB-5 7/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSO 4700 S8-1 Section S8 Windscreen Introduction Prior to commencing work, ensure that a suitab ly prepared area is available upon which to lay items of trim that have been removed . When replacing a windscreen, it is essential that a high level of attention to detail is observed. This is especially important during the cleaning and priming of the windscreen aperture and glass. Safety procedures The cleaners, primers, and adhesives referred to in this section are classified as highly flammable. For guidance on their use reference must be made to Section S3. Windscreen - To remove 1. Disconnect the battery. 2. Raise the bonnet. 3. Fit front wing covers RH2684. Protect exposed paintwork in the vicinity of the windscreen w ith clean felt or a similar material. Fig. $8-1 4. To remove the windscreen wiper arm assemblies proceed as follows referring to figure SB-1. Unc\ip the plastic covers and remove the wiper arm securing nuts (item 1). Loosen the Allen headed setscrew (item 2). Then, using extractor tool RH9623 carefu Ily remove each wiper arm assembly. 5. Unscrew and remove the air intake grilles (item 3) and foam filters (if fitted). 6. Remove the four setscrews (item 4). 7. Loosen the setscrews (item 5). Then, lift the front of the scuttle pan el s Iig htly and pu 11it forward to disengage the rear retaining clips. Disconnect the windscreen washer hoses and remove the panel. 8. Unscrew and remove the four brackets (item 6) situated along the lower edge of the windscreen. 9. Unscrew and remove the interior rear view mirror. On cars fitted with a cellulartelephone, unclipthe microphone mounted on the mirror stem and unplug the electrical lead. Air intake grilles and scuttle panel 5/87 Printed in England © Rolls-Royce Motor Cars Limited 1 987 TSD 4 700 S8-3 Fig. S8-2 Windscreen interior trim 10. Pu II the sun visors from their inboard retaining clips. Release the screws and remove the sun visors (see fig. S8-2, item 1 ). 11. Remove the screws (item 2). Slide back the centre header trim pane l and release the Lucar connector (if fitted) from the passenger side visor retaining clip. Remove the trim panel. 12. Remove the flexible outer covers from the coat hooks situated on the cantrail trim panels. Unscrew the coat hooks and remove the stainless steel trim finishers. 13. U nclip and remove the 'A' post/cantrail trim panel (item 3). 14. Release the screws (item 4) and remove the visor clip retaining brackets and header trim panels. 15. Carefully separate the glued edge of the header trim cloth and foam (item 5) from t he headlining material. Remove the exposed self-tapping screws and washers (item 6), then remove the header trim pieces. 16. Remove the top roll and demister panel (see Section S 15). Protect the exposed instrument boa rd area from the ingress of dirt, debris, etc., using a suitable cover. 17. Remove the self-tappi ng screws securing the windscreen finisher retention plates to the 'A' post panels (see fig. SB-3, item 1). Also, remove the nut and washer (item 2) from the finisher retention hook situated in the centre of the upper windscreen flange. 18. Carefully lever the finisher/seal assembly clear of the windscreen. Care must be taken to avoid damaging the paintwork or chrome finisher during this operation. 19. From inside the car, peel back and remove the spacing/finisher seal (item 3) from around the windscreen aperture flange. 20. To release the windscreen from its aperture proceed as follows using w indscreen removal knife RH9637. Attach suction pads to the outer surface of the windscreen . From outside the car, insert the blade of the tool through the sealing compound and behind the glass (see fig. S8-3, inset A) . With an assistant applying steady pressure to the inside of the glass, cut through the sealing compound by pulling the knife slowly around the complete periphery of the windscreen. When the windscreen is free, lift it clear of the aperture using the suction pads. Rest the windscreen , 9/66 S8-4 Fig. S8-3 Windscreen sealing arrangement interior surface uppermost, on a suitably prepared work surface. 21. If the windscreen removal knife RH9637 is not available, the windscreen may be removed by adopting the following procedure. Attach suction pads to the outer surface of the windscreen. From inside the car, pierce a hole th rough the sealing compound. Obtain a length of strong flexible wire, then thread one end of the wire through the hole in the sealing compound. Attach sma 11 pieces of wood to each end of the wire to act as handles. With an assistant holding the interior handle and applying steady pressure to the glass, firmly pull the exterior handle so that the wire cuts through the sealing compound. Repeat this cutting action, using long steady pulls, until the windscreen is free. Lift the windscreen clear of the aperture using the suction pads. Rest the windscreen, interior surface uppermost, on a suitably prepared work surface. Windscreen - To fit 1. Using a plastic or wooden scraper, remove all 9/86 Printed in England ® Rolls-Royce Motors Limited 1986 traces of sealing compound from the windscreen aperture f lange. Then, using a cloth moistened with Genklene, thoroughly clean the flenge area. Ensure that Genklene does not come into contact with finished paintwork. 2. Clean the spacing/finisher seal with Genklene. Allow to dry. lffitting the original seal, ensure that all traces of adhesive are removed using a cloth moistened with Bostik Cleaner 6001. Allow to dry. 3. Apply Dunlop Adhesive 51558 to the bonding surfaces of the spacing/finisher seal and windscreen aperture flange. Allow between five and twenty minutes for the adhesive to 'flash' dry. Then, bring both surfaces together using maximum hand pressure. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001. 4. Using a cloth moistened with Genklene, thoroughly clean the interior edge of the windscreen. Allow to dry. Using a brush evenly apply Buty l strip primer, to a width of7 mm (0.275 in), around the edge of the glass i.e. the area of the windscreen that wil I come into contact with the Butyl strip. Similarly, apply primer to the windscreen aperture flange. Allow five minutes for the primer to dry. TSD 4700 S8-5 / / ,.. Fig . SB-4 Position of windscreen sealing compound and spacing blocks Important 3M Primer XC 5892 must only be used with 3M Scotch Seal Buty l strip. Similarly, DRG Kwikseal Primer 6559 must only be used with DRG Kwiksea l 1769 Butyl strip. 3M Primer must not be used with Kwikseal Butyl strip, or vice-versa. 5. Starting in the lower corner of an 'A' post, carefully unroll and press the Butyl strip lightly into position on the primed area of the windscreen aperture. Cut a separate length of Butyl strip for the lower windscreen flange, butting it against the 'A' post strips. Ensure that the Butyl strip is positioned against the spacing/ finisher seal (see fig. S8-4). Do not remove the backing paper at this stage. 6. Place two 5 mm (0.20 in) thick hardwood spacing blocks into the bottom of the windscreen aperture. Also, position one 10 mm (0.40 in) thick spacing block half way up each 'A' post {see fig. SB-4). 7. Remove the backing paper from the Butyl strip, taking care not to displace or touch the strip. 8. With the help of an assistant, fit the windscreen as follows. Using suction pads, lift the windscreen and carefully position the lower edge into the aperture; resting it on the spacing blocks. Central ize the windscreen between the spacing blocks situated on each 'A' post. Do not touch the primed edge of the glass as this will contaminate the primer and prevent correct adhesion. Firmly press the windscreen onto the Butyl strip using maxi mum hand pressure. Remove the 'A' post spacing b locks. Remove any excess Butyl from the recess around the glass using a plastic or wooden scraper. 9. Thorough ly clean the finisher/seal assembly using a cloth moiste ned with Genklene. If it is necessary to fit a new windscreen finisher seal, proceed as fol lows. Remove and discard the old seal. Carefu Ily cut the new seal to accept the four finisher retention plates and pierce a hole for the retention hook. Fit the seal to the finisher, threading the retention plates and hook through the seal. 10. Using either Arbo mast Autograde sealant or Seelastik, apply four beads, ea ch 6,40 mm (0.250 in) in diameter and 76 mm (3.0 in) long, over the retention slot s in each 'A' post. Also, apply a 20 mm (0.80 in) long bead over the hole for the retentio n hook (see fig. SB-4). 9/86 S8-6 11. With the help of an assistant, lift the finisher/seal assembly into position. Thread the retention plates through the slots in each 'A' post and pass the retention hook through the hole in the upper flange. 12. Fi rm ly press the finisher/sea I assembly into position on the glass. Align the holes in the retention plates with the holes in the 'A' post panels. Secure using self-tapping screws. Fit the nut and washer to the retention hook. Lightly tighten the nut. 13. Remove the lower spacing blocks, then screw the brackets into position a Ion g the Iower edge of the windscreen. 14. Test the windscreen for leaks by applying water under pressure. If a leak is detected, note its position then remove the necessary part and repeat the fitting procedure. 15. Fit the top roll and demister panel (see Section S15) . 16. To fit the header trim pieces proceed as follows referring to figure SB-2. Using the self-tapping screws and washers (item 6), secure the trim pieces to the header panel. Apply Apollo Adhesive AX 2344 to the header panel covering an area approximately 75 mm (3.0 in) wide. Refer to cross-hatched area (item 7). Allow five minutes for the adhesive to 'flash' dry, then press the foam panel Otem B) firmly into position. Apply Apollo Adhesive AX 2344to the roof headlining material adjacent to the edge of the foam panel. Cover an area approximately 25 mm (1.0 in) wide. Similarly, cover an area on the header trim piece material. Allow five minutes for the adhesive to 'flash' dry. Then, keeping the trim piece material taut, press firmly into position. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001. 17. Fit the remaining trim panels by reversing the procedure given for removal. 9/86 Printed in England © Rolls-Royce Motors Limited 1986 TSO 4700 S8-7 Section S9 ~ ~ Rear window Contents Pages Rolls-Royce Bentley Silver Spirit Silver Spur Eight Mulsanne/ Turbo R Mulsenne S Introduction S9-3 59.3 S9-3 S9-3 S9-3 Safety procedures S9-3 S9-3 S9-3 S9-3 S9-3 Rear window - To remove S9-3 S9-3 S9-3 S9-3 S9-3 Rear window- To fit S9-4 S9-4 S9-4 S9-4 S9-4 7187 Printed in England © Rolls-Royce Motor Cara limita_d 1987 TSO 4 700 S9-1 Section S9 Rear window Introduction Prior to commencing work, ensure that a suitably prepared area is available to store any items of trim, etc., that are removed. Safety procedures The cleaners referred to in this section are classified as highly flammable. For guidance on their use reference must be made to Section S3. Rear window- To remove 1. Disconnect the battery. 2. Lift out the rear seat cushion. 3. Remove the rear head rests. 4 . Remove the rear seat squab (see Section S13). 5. Unclip and remove the seat belt covers (see fig . S9-1, item 1). 6. Remove the seat belt anchorage bolts sit uated on the rear squab panel. Release the webbing from the seat belt guides and carefully allow the belts to retract into the reel mechanisms. 7. If fitted, release the front of the trimmed stop lamp unit from the ret aining clip (item 2) . Carefully raise the front of the lamp unit and pull it forward slightly to disengage the rea r retaining lugs. Unplug the electrical lead to the lamp and remove the stop lamp unit . 8. Ease the front of t he parcel shelf (item 3 ) slightly upwards and carefully remove. 9. To remove the rear cantrail/quarter panel proceed as follows . Using a suitable flat bladed tool, carefully ease the front of the companion frame (if fitted ) out of its recess (it em 4) . Release the Lucar connectors, noting the position of the leads to ensure cor rect assembly, then remove the companion frame. Pull down the spri ng loaded grab handle (item 5 ) ()~--~~~~- Al0 0 7 Fig. 59-1 Rear window interior trim 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1 9BB TSD 4700 S9-3 to expose the retainlng screws. Release the screws and remove the handle. Remove the flexible outer cover from the coat hook situated on the cantrail trim panel (item 6). Unscrew the coat hook and remove the stain less steel trim finisher. Release the self-tapping screws (item 7) and remove the cantrail/quarter panel by pu Iling it forward to disengage the rear retaining brackets. On Bentley Eight cars release the Lucar connectors from the interior/map lamp switch, noting the position of the leads to ensure correct assembly. 10. Release the self-tapping screw (item 8) from each end of the header trim panel. Remove the panel by pulling it forward to disengage the rear retaining brackets. 11. Disconnect the rear window demister leads situated on the header rail (item 9). On cars fitted with a eel Iular telephone, unscrew the aerial lead connection from the glass mounted aerial. 12. Protect the exterior paintwork in the vicinity of the rear window with clean felt or asimilar material. 13. Using a flat bladed tool, carefully ease the chrome finisher out of the rear window seal. Repeat this Fig. S9-2 Rear window removal A operation at various points around t he seal unti I the fin is her is released. 14. From inside the car, ease the lip of the seal over the body aperture flange (see fig . S9-2). A small steel rule or a similar tool will asslst duri ng this operation. Sta rt in the top corners and work towards the cent re, simultaneously applying pressure to the glass. An assistant will be required to support the glass/seal assembly as it is pushed out of the aperture. Avoid sharp blows as this may damage the glass or paintwork. A steady pressure is all that is required. 15. Rest the removed glass/seal assembly, external surface uppermost, onto a suitably prepared wo rk surface. Remove the sea I from the glass. Rear window- To fit 1. Using a plastic or wooden scraper, remove a11 traces of sea ling compound from the rear window aperture flange. Then, completely remove the layer of black waterproof tape. Thoroughly clean the flange area using a cloth moistened with Genklene. Al low to dry. Extreme care must be taken to avoid Genklene coming into contact with finished paintwork. 2. Apply a layer of black waterproof tape to the aperture flange (see fig. SS-3, i nset A). The tape shou Id be turned over the edge of the flange for approximately 12,70 mm (0.50 in). 3. If the original window and/or seal is to be fitted ensure that all traces of sealing compound are removed using a cloth moistened w ith Bostik Cleaner 6001. The seal should be exam i ned closely for any sign of damage. If in doubt always fit a new seal. 4. If a new seal is to be fitted proceed as follows. Fit the seal to the upper edge of the glass and mark the position of the two demister leads. Remove the seal, then pierce two 3, 17 mm (0.125 in) holes through the rubber (see fig. SS-3, inset B). Fit the seal to the glass, threading the demister leads through the holes in the rubber. 5. Apply a smal I amount of Pa lm Grease, or its equiv a lent, to the base of the chrome finisher i.e. the B A1 60B Fig. S9-3 Position of cord and sealing arrangement 9/86 S9-4 of a sealant cartridge gun between the sea I and the glass. Then, apply a continuous bead of Arbomast Autog rade Sealant or Seelastik into the g lass channel (see fig . S9-4). On cars fitt ed with an Everflex roof, apply a 100 mm (4.0 in) long bead of Sikaflex sealant between the seal and the body directly below both roof seams. 13. Remove any excess sealant from the interior and exterior of the glass using a cloth moistened with Bostik Cleaner 6001 . 14. On cars fitted with a glass mounted telephone aerial, it will be necessary to fit a new aerial base assembly if the rear w indow has been renewed. Once g lued in position the aerial base cannot be successfully removed and refitted. 15. Connect the demister leads. 16. Test the window for leaks by app lying water under pressure. If the sealing is satisfact ory, fit the rear window trim by reversing the procedure g iven for removal. Fig. S9-4 Applying sealant between the seal and the glass section of the finisher that fits into the seal. Position the finisher centrally, then press into the seal starting in the centre and working outwards. 6. Turn the window over so that the internal surface is uppermost. Thread a length of cord around the inside I ip of the seal (see fig . S9-3). Leave a loop in the cord at the bottom of the window and overlap the two ends of the cord at the top. Secure the loose ends of the cord and the demister leads to the glass with masking tape. 7. Using a sealant cartridge gun, run a continuous 6 mm (0.250 in) diameter bead of Arbomast Autograde Sealant or Seelastik around the window aperture flange (see fig. S9-3, inset Al. Apply an additional bead of sealant to each lower corner area of the aperture. 8. With the help of an assistant, position the glass/ seal/finisher assembly with the lower edge seated in the aperture. Using a rubber mallet, apply several sharp blows around the sea l/finisher area starting in the centre of the upper edg e. The window shou Id then be seated inside the aperture. 9. From insid e the car, remove the masking tape securing the cord and demister leads. 10. With an assistant applying steady pressure to the exterior of the glass, carefully pull the looped cord at the bottom of the window so that the seal is drawn over the aperture flange. Pull the cord alternately t o the right and left, along the bottom of the window and half-way up each side. Similarly, pull each end of the cord along the top of the w i ndow until the cord is completely removed. Ensure that the seal is fitted over the flange at all points around the aperture. 11 . From outside the car, check that the seal/finisher is seated flush against the body. If necessary app ly further pressure with a rubber mallet. 12. Carefully ease back the sea l and insert th e nozzle 9/86 Printed in England © Rolls-Royce Motors Limited 1986 TSD 4700 S9-5 Section S10 Bumpers Contents Pages Rolls-Royce Bentley Silver Spirit Silver Spur Eight Mulsanne/ Turbo R Mulsanne S Introduction S10-3 S10-3 S10-3 S10-3 S10-3 Front bumper assembly-To remove and fit Cars other than those conforming to a North American specification S10-4 S10-4 S10-4 S10-4 S10-4 Front bumper assembly- To remove and fit Cars conforming to a North American specification S10-4 S10-4 S10-4 S10-4 S10-4 Front bumper (incorporating a rectangular type number plate) - To dismantle and assemble S10-4 S10-4 S10-4 S10-4 S10-4 Front bumper (incorporating a square type number plate) -To dismantle and assemble S10-5 S10-5 S10-5 Sl0-5 S10-5 Headlamp power wash jets - To remove and fit S10-7 S10-7 S10-7 S10-7 S10-7 Headlamp power wash jets -To adjust S10-B S10-8 S10-B Sl0-8 S10-8 Rear bumper assembly-To remove and fit Cars other than those conforming to a North American specification S10-8 S10-8 S10-8 S10-B S10-8 Rear bum per assembly-To remove and fit Cars conforming to a North American specification S10-8 S10-8 S10-8 S10-B S10-8 Rear bumper- To dismantle and assemble S10-8 S10-8 S10-8 St0-8 S10-8 Bumper height- To check S10-9 S10-9 S10-9 S10-9 S10-9 5/88 Printed in England @ Rolls-Royce Motor Cars Limited l 988 TSO 4700 S10-1 Section S10 Bumpers Introduction Each bumper assembly is constructed around an aluminium beam. Attached to the upper surface of the beam is a stainless steel/painted finisher. Rubber mou Idings are fixed to the front face of the beam and abut with two moulded rubber side pieces. Sectional stainless steel finishing strips are recessed into the mouldings. These strips a re retained by studs which are secured through the aluminium beam and side rubber mouldings. Small stainless steel trim pieces cover the finishing strip abutment joints. On cars other than those conforming to s North American specification, each bumper is mounted to the car by two brackets. The outer end of each bracket is secured to an adapter which is bolted to the aluminium beam. The inner ends of the brackets are bolted to the longerons at the front and rear of the car. On cars conforming to a North American A24~7 Fig. S10-1 Front bumper assembly (incorporating a rectangular type number plate) 5/88 Printed in England ~ Rolls-Royce Motor Cars limited 1988 TSO 4700 S10-3 specification, each bumper is mounted to the car by two energy absorption units. The outer end of each unit houses an adapter which is bolted, via a Metalastik bush, to the aluminium beam. The inner ends of the absorption units a re bolted to the longero ns at the front and rear of the car. Prior to commencing work, a suitably prepared area should be made available where work can be carried out on a removed bumper assembly. Front bumper assembly- To remove and f"lt (see fig. Sl0-1) Cars other than those conforming to a North American specification 1. Disconnect the battery. 2. Remove the air dam and snow shields {see Section S12). 3. To release the air conditioning ambient sensor (item 1) from the lower right-hand side of the bumper beam proceed as follows. Remove the setscrew, washers, and nut securing the cable tie to the bumper beam. Withdraw the sensor from its mounting block and secure it safely until the bumper is refitted. 4. To disconnect the headlamp power wash hoses proceed as follows referring to figure S10-2. If the power wash jets a re the type shown in inset A, release the securing clip (item 1) and disconnect the hose. If they are of the type shown in inset B proceed as follows. Depress the jet cover securing clip (item 1 ). Th en, tilt the cover to relea;,;e its front retaining clip and remove. Remove the self-tapping screws (item 2). Lift the jet assembly to expose the hose securing clip. Release the clip and disconnect the hose. 5. With the help of an assistant, support the bumper and remove the bolts and washers (item 2) securing the bumper beam adapters to the mounting brackets. Then, carefully withdraw the bumper assembly. 6. If it is necessary to remove the bumper mounting brackets from the longerons proceed as follows. Note that on 1989 model year Bentley Turbo R cars it will be necessary to remove the intercooler matrix to gain access to the right-hand mounting bracket (refer to TSD 4737 Engine Management Systems Manual). If necessary, disconnect the electrical leads to the horns. Remove the two bolts, washers, and tapping plate securing each mounting bracket to the longeron. Note that the horn mounting bracket may be secured under one of the bolts on the left-hand mounting bracket. Withdraw the mounting brackets and aperture seals. 7. To fit the bumper assembly reverse the removal procedure noting the following. Ensure that the power wash hoses are not twisted or positioned in a way that could restrict washer fluid flow. Pack the ambient sensor mounting block with silicone grease, then slide the sensor into position and fit the rubber grommet. Secure the sensor lead to the bumper beam. Front bumper assembly- To remove and fit (see fig. S10-3) Cars conforming to a North American specification 1. Disconnect the battery. 2. Remove the air dam and snow shields (see Section S12). 3. To release the air conditioning ambient sensor (item 1) from the lower rig ht-hand side of the bumper beam proceed as follows. Remove the setscrew, washers, and nut securing the cable tie to the bumper beam. Withdraw the sensor from its mounting block and secure it safety until the bumper is refitted. 4. To disconnect the headlamp power wash hoses (if fitted) proceed as follows referring to figure S10-2. If the power wash jets a re the type shown in inset A, release the securing clip (item 1) and disconnect the hose. If they are of the type shown in inset B proceed as follows. Depress the jet cover securing clip (item 1), then tilt the cover to release its front retaining clip and remove. Remove the self-tapping screws (item 2). Lift the jet assembly to expose the hose securing clip. Release the clip and disconnect the hose. 5. With the help of an assistant, support the bumper and remove the bolts, washers, and tapping plates (item 2) securing the energy absorption units to the longerons. Note that on 1989 model year Bentley Turbo A cars it will be necessary to remove the intercooler matrix to gain access to the right-hand mounting bracket (refer to TSD 4737 Engine Management Systems Manual) . 6. Carefully withdraw the bumper assembly and aperture seals. 7. If new energy absorption units are to be fitted proceed as follows. Set each unit to the correct length by turning the piston rod adjusting nut (item 3) clockwise or anticlockwise. The length of the unit is measured from the centre of the adapter to the centre of the outer mounting bolt hole (see dimension A). When the length of the unit has been set, apply a small amount of Casco MLF 13 thread locking compound to the adjusting nut. Apply silicone grease to the exposed threaded section of the piston rod, and protect the outer surface of the absorption unit with a light oil or grease. 8. To fit the bumper assembly reverse the removal procedure noting the following. Ensure that the power wash hoses (if fitted) are not twisted or positioned in a way that cou Id restrict washer fluid flow. Pack the ambient sensor mounting block with silicone grease, then slide the sensor into position and fit the rubber grommet. Secure the sensor lead to the bumper beam. Front bumper (incorporating a rectangular type number plate) - To dismantle (see fig. S10-1) 1. Remove the bumper assembly (see Front bumper assembly-To remove). 5/88 S10-4 2. Loosen the front finishing strip retaining nut closest to each side moulding (item 3). 3. Release the nuts and washers securing each side finishing strip (item 4). Then, remove the strips and trim pieces (item 5). 4. Unscrew the clamping plates (item 6), release the Sterlock washers (item 7), and remove the number plate surround. 5. Release the retaining nuts and washers, then remove both front finishing strips. 6. Release the nuts and washers (item 8} then remove the side mouldings. 7. Release the Starlock washers (item 9) and remove both front mouldings. 8. Unhook the springs (item 10) from the finisher. 9. Release the nuts, plain washers, and rubber washers (item 11) then remove the finisher. 10. If it is necessary to remove the bumper mounting adapters from the beam, note the position and quantity of any spacing washers situated between the adapters and the beam. Front bumper (inc:orporating a rectangular type number plate~-To assemble (see fig. S10-1) Reverse the dismantling procedure noting the following . 1. Prior to fitting the adapters to the beam ensure that the spacing washers are in their correct positions. 2. Prior to fitting the finisher, apply Tectyl 175 corrosion prevention material to the areas of the aluminium beam that will come into contact with the finisher and power wash jet mounting brackets. This will prevent corrosion caused by the contact of dissimilar metals. 3. To ensure adequate retention of the front mouldings and the number plate surround, new Starlock washers should be fitted on assembly. 4. When fitting the finishing strips, apply a small amount of Keenomax C3 grease, or its equivalent, between the mild steel finishing strip retaining washers and the aluminium bumper beam. This will prevent corrosion caused by the contact of dissimilar metals. Take care not to overtighten the finishing strip retaining nuts. A B Front bumper (incorporating a square type number plate) - To dismantle (see fig. S10-3) 1. Remove the bumper assembly (see Front bumper assembly - To remove). 2. Loosen the front finishing strip retaining nut closest to each side moulding (item 4). 3. Release the nuts and washers securing each side finishing strip (item 5). Then, remove the strips and trim pieces (item 6). 4. On cars conforming to a North American specification, release the Starlock washers and remove the overriders (item 7). 5. Release the retaining nuts and washers. then remove both front finishing strips. Note that on cars conforming to a Japanese specification a small stainless steel trim piece is fitted over the inboard end of each finishing strip (item 8). 5/88 Printed in Eng land © Rolls-Royce Motor Cars Limited 1 988 Fig. S10-2 Headlamp power wash jets 6. Release the nuts and washers (item 9). then remove the side mouldings. 7. Release the Starlock washers (item 10) and remove both front mouldings. 8. Unscrew and remove the number plate. Then, remove the backing plate (item 11) by releasing the screws situated underneath the bumper beam. Also remove the nut and bolt securing the front of the plate to the beam. 9. Remove the backing plate to bumper beam rubber moulding. 10. Unhook the springs (item 12) from the finisher. 11. Release the nuts, plain washers, and rubber TSD 4700 S10-5 washers {item 13t then remove the finisher. 12. If it is necessary to remove the bumper mounting adapters/absorption units from the beam note the position and quantity of any spacing washers situated between the adapters and the beam. Front bumper (incorporating a square type number plate)- To assemble (see fig. S10-3) Reverse the dismantling procedure noting the following. 1. Prior to fitting the adapters/absorption units to the beam ensure that the spacing washers are in their correct positions. 2. Prior to fitting the finisher, apply Tectyl 175 corrosion prevention material to the areas of the A aluminium beam that will come into contact with the finisher, power wash brackets, and number plate bracket. This will prevent corrosion caused by the contact of dissimilar metals. 3. To ensure adequate retention of the front mouldings and overriders, new Starlock washers should be fitted on assembly. 4. When fitting the finishing strips, apply a small amount of Keenomax C3 grease, or its equivalent, between the mild steel finishing strip retaining washers and the aluminium bumper beam. This will prevent corrosion caused by the contact of dissimilar metals. Take care not to overtighten the finishing strip retaining nuts. I Fig. S10-3 Front bumper assembly (incorporating a square type number plate) A 204 mm - 205 mm (6.031 in - 8.071 in) 5/88 S10-6 Headlamp power wash jets - To remove and fit (see fig. S10-2) 1. To remove the power wash jets shown in inset A proceed as follows. Remove the bumper finisher (see Front bumper To dismantle). Invert the finisher and remove the two screws (item 2) securing each power wash jet mounting bracket. Release the jet lock-nut (item 3) and remove the jet. To fit the jet reverse the removal procedure. 2. To remove the power wash jets shown in inset B proceed as follows. Depress the jet cover securing clip (item 1), then ti1t the cover to release its front retaining clip and remove. Remove the self-tapping screws (item 2). Lift the jet assembly to expose the hose securing clip. Release the clip and disconnect the hose. Using A Fig. $10-4 Rear bumper assembly A 204 mm - 205 mm (B.031 in - 8.071 in) 5/88 Printed in England CJ Rolls-Royce Motor Cars Limited 1 988 TSD 4700 S10-7 masking tape, secure the hose to the bumper finisher until the jet assembly is refitted. To fit the jet reverse the removal procedure ensuring that the rubber seal (item 3) is positioned between the jet assembly and the bumper finisher. brackets release the two bolts, nuts, and washers securing each bracket to the longeron. Then, withdraw the mounting brackets and aperture seals. 4. To fit the bumper assembly reverse the procedure given for removal. Headlamp power wash jets - To adjust (see fig. S 10-2) 1. To adjust the power wash jets shown in inset A it will be necessary to remove the jet covers as follows. Obtain a length of thin wire and at one end form a 5mm (0.20 in) right angle bend. Loop the remaining end of the wire to form a handle. Thread the wire hook inside the jet cover. Release each of the retaining legs in turn and remove the cover. Using a suitable tool, align the jet nozzle so that the washer fluid strikes the centre of the headlamp lens. Care must be taken to avoid damaging the bumper finisher during this operation. Note that the power wash system will only operate when the headlamps are switched on. Replace the jet covers. 2. The power wash jets shown in inset 8 can be adjusted by simply aligning each jet nozzle so that the washer fluid strikes the centre of each headlamp lens. Note that the power wash system will only operate when the headlamps are switched on. Rear bumper assembly - To remove and fit (see fig. S 10-4) Cars conforming to a North American specification 1. Loosen the setscrews (item 1) securing each side moulding pivot bracket. Then, lift the side moulding slightly until the bracket is clear of the body. 2. With the help of an assistant, support the bumper and remove the bolts, nuts, and washers (item 3) securing the energy absorption units to the longerons. Then, carefully withdraw the bumper assembly and aperture seals. 3. If new energy absorption units are to be fitted proceed as follows. Set each unit to the correct length by turning the piston rod adjusting nut (item 4) clockwise or anticlockwise. The length of the unit is measured from the centre of the adapter to the centre of the outer mounting bolt hole {see dimension A). When the length of the unit has been set, apply a small amount of Casco MLF 13 thread locking compound to the adjusting nut. Apply silicone grease to the exposed threaded section of the piston rod, and protect the outer surface of the absorption unit with a light oil or grease. 4. To fit the bumper assembly reverse the procedure given for removal. Rear bumper assembly- To remove and fit (see fig. S10-4) Cars other than those conforming to a North American specification 1. Loosen the setscrews (item 1) securing each side moulding pivot bracket, then lift the side moulding slightly until the bracket is clear of the body. 2. With the help of an assistant, support the bumper and remove the bolts and washers (item 2) securing the bumper beam adapters to the mounting brackets. Then, carefully withdraw the bumper assembly. 3. If it is necessary to remove the bumper mounting A Fig. $10-5 Bumper height A 445 mm (17.52 in) minimum Rear bumper - To dismantle (see fig. S 10-4) 1. Remove the bumper assembly (see Rear bumper assembly- To remove). 2. Loosen the front finishing strip retaining nut closest to each side moulding (item 5). 3. Release the nuts and washers securing each side finishing strip (item 6). Then, remove the strips and trim pieces (item 7). 4. Release the retaining nuts and washers, then remove the front finishing strip. 5. Release the nuts and washers {item 8) then remove the side mouldings. 6. Release the Starlock washers (item 9) and remove the front moulding. 7. Unhook the springs (item 10) from the finisher. 8. Release the nuts, plain washers, and rubber washers (item 11) then remove the finisher. 9. If it is necessary to remove the bumper mounting adapters/absorption units from the beam note the position and quantity of any spacing washers situated between the adapters and the beam. Rear bumper - To assemble (see fig. S10-4) Reverse the dismantling procedure noting the following. 1. Prior to fitting the adapters/absorption units to the beam ensure that the spacing washers are in their correct positions. 2. Prior to fitting the finisher, apply Tectyl 175 corrosion prevention material to the areas of the 5/ BB S10-8 ~ ~ aluminium beam that will come into contact with the finisher. This will prevent corrosion caused by the contact of dissimilar metals. 3. To ensure adequate retention of the front moulding, new Starlock washers should be fitted on assembly. 4. When fitting the finishing strips, apply a small amount of Keenomax C3 grease, or its equivalent, between the mild steel finishing strip retaining washers and the aluminium bumper beam. This will prevent corrosion caused by the contact of dissimilar metals. Take care not to overtighten the finishing strip retaining nuts. Bumper height-To check (see fig. S10-5) 1. Position the car on a level surface. 2. Ensure that the tyres are inflated to the correct pressures (see Chapter RJ. 3. Prior to measuring the bumper height, prepare the car by adopting either of the following procedures. a. Fill the fuel tank. b. Place the gear range selector lever in the park position and switch on the ignition. If the Low fuel warning panel illuminates, add 77 kg (170 lb) of ballast to the luggage compartment. The ballast should be positioned as near as possible to the fuel tank trim panel. If the warning panel fails to illuminate when the car is gently rocked, drain the fuel from the tank until the warning panel does illuminate. Then, add the specified ballast to the luggage compartment. Switch off the ignition. 4. Measure the front and rear bumper height to the position indicated in figure 510-5. 5. If the bumper height is below the specified minimum limit proceed as follows. To eliminate suspension stiffness as a possible cause of incorrect bumper height, drive the car both forwards and in reverse two or three times then bring the car gently to rest. Check the bumper height. If the bumper is within 1,58 mm (0.062 in) of the minimum height, the adapter to bumper beam mounting bolts should be removed and the spacing washer combination altered to produce an acceptable position . Note If the bumper is fitted with energy absorption units and the type of power wash jets shown in figure S10-2, inset A. a clearance of approximately 5mm (0.20 in} must exist between the top of the bumper finisher and the front wing panels. This clearance wi 11 al low the bumper to retract without damaging the power wash jet cove~. 6. If the bumper height of the car is still below the minimum limit, check the standing height of the car and adjust if necessary (see Chapter H). 5/ 88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD 4700 S10-9 Section S11 Everflex roof trim Contents Pages Rolls-Royce Silver Silver Spirit Spur Eight Mulsanne/ Turbo R Mulsanne S S11-3 S11-3 s, 1-3 S11-3 S11-3 S11-3 S11-3 s, 1-3 s, 1-3 s, 1-3 s, 1-3 s, 1-3 S11-3 S11-5 S11-5 S11-5 S11-5 S11-5 Introduction S11-3 Safety procedures S11-3 Everflex rooftrim - To remove Everflex roof trim - To fit 7187 Printed in England © Rolls-Royce Motor Cars Limited 1987 Bentley TSO 4700 S11-1 Section S11 Everflex roof trim Introduction When fitting an Everflex roof, it is essential that strict cleanliness is maintained and a high level of attention to detail observed. Prior to commencing work, it should be noted that a number of special tools will be required. A stretching jig and windscreen/rear window aperture pegs will also have to be manufactured. The various tools needed, and the specification of the stretching jig and wooden pegs are shown in figure S11-2. 2,4 m (7. 75 ft) I uJ l ITTJ .,,. t--. .t= Safety procedures The cleaners, primers, and adhesives referred to in this section are classified as highly flammable. For guidance on their use reference must be made to Section S3. LO -E r-.. (Y') N Everflex roof trim -To remove (seefig.S11-1) 1. Disconnect the battery. 2. Removethe rearwindow and associated trim (see Rear window - To remove, Section S9). 3. Remove the windscreen and associated trim (see Windscreen - To remove, Section 58) . 4. Remove the nut (item 1) and spacer securing each badge. Remove both badges. 5. Unscrew and remove both 'BC' post finishers (item 2). 6. Unscrew and remove both dooraperturefinisher joining pieces (item 3). 7. Unscrew and remove the front and rear door aperture finishers and seals (item 4). Note On stan.d ard wheelbase cars, the stainless steel door aperture finishers are replaced by brass strips. These strips are screwed to the underside of the front and rear door apertures concea ling the edge of the Everflex material. 8. To remove the tonneau mouldings (item 5) proceed as follows. 1,8m(5.75ft) • A0758 Fig. S11-1 Removal of the Everflex roof trim 9186 Printed in England © Rolls-Royce Motors limited 1986 Fig. S11-2 Stretching jig and tools TSD 4700 S11-3 Figure 511-3 Fitting of the Everflex roof trim S11-4 ' G - \ Dunlop L 107 adhesive ~~ Bostik Primer 9252 C:=J Boscoprene 2402 adhesive Fig. S11-4 A B Everflex roof trim 19,0 mm (0 ·75 in) approximately - long wheelbase cars 44,5 mm (1 ·75 in) approximately - Standard wheelbase cars Using a small screwdriver or sim ilartool, release the Everflex material and rubber insert from with i n each moulding. Release the self-tapping screws and remove both mouldings. 9. Starting at the base of each 'A' post, completely peel the Everflex material from the car. Everflex roof trim - To fit (see fig. S11-3) 1. Protect al I the surrounding paintwork, except the area vacated by the Everflex material, with masking tape and clean felt or similar materials. 2. Completely remove the old adhesive from the roof panel, tonneau sides, and 'A' post panels using 180 9/86 Printed in England ® Rolls-Royce Motors Limited 1986 grit wet or dry abrasive paper. Take care not t o rub through the paintwork. Ensure that all areas of the roof, etc., where bonding is to t ake place are clean and dry. 3. Using a stretching jig similar to the one shown in figure S11-2, centralize and tack the four com ers of the Everflex centre pane l, outer surface upwards, to the frame. Ensure that the centre panel ls lightly tensioned, then tack the Everflex side panels to the frame. 4 . Wipe the outer surface of the Everflex material with a clean lint free cloth. Any creases in the material must be removed by applying warm air from a suit able heat source. TSO 4700 S11-5 Refer to figure S 11-3, inset A 5. Place the frame, outer surface downwards, onto a suitable cloth covered bench. Then, apply a sealing coat of Boscoprene 2402 adhesive (parts 1 and 2) to both stitched seams in the areas indicated (item 1). 6. Position the Union Cloth flat on a suitable bench. Apply Dun Iop L 107 a dh es ive to within a pp roxi mate Iy 10 cm (4.0 in) of the front and rear of the cloth (item 2). Similarly, apply Dunlop L107 adhesive to the centre panel of the Everflex material i.e. the area between the stitched seams. Al low the adhesive to 'flash' dry (between 10 and 15 minutes). Then, with the help of an assistant, centralize and press the Union Cloth into position on the Everflex centre panel. 7. Using a hardwood grooving tool, similar to the one shown in figure 511-2, press the Union Cloth into position along the inside of both stitched seams (item 3). 8. Using a trimming knife, cut the Union Cloth exactly to the inside of the stitched seams, taking care not to damage the Everflex material. 9. Apply a sealing coat of Boscoprene 2402 adhesive (parts 1 and 2) to the Everflex side panels (item 4). Refer to inset B. 10. Apply Bostik Primer 9252 to the previously prepared roof panel in the areas indicated. Allow at least one hour to dry. 11. Using a pencil, extend the roof panel styling Jines to the rear window and windscreen apertures (item 1). Refer to inset C. 12. Position wooden supports, similar to those shown in figure S 11-2, in the rear window and windscreen apertures. 13. Remove the Everflex material from the stretching jig and place on the roof panel. 14. Align the stitched seams with the penci 11 ed guide lines on the rear window aperture. Then, tack the corners of the Everflex centre panel to the wooden supports. Simi la rly, align and tack the centre panel to the w i ndsc ree n aperture sup ports, e nsu ring that the material is I ightly tensioned. 15. Fold back the side panels to expose the roof panel styling lines and the Everflex stitched seams. Apply Boscoprene 2402 adhesive (parts 1 and 2) to the areas indicated. Allow the adhesive to 'flash' dry. 16. Align the stitched seams parallel with the roof panel styling lines and press firmly into position. Using a tool similar to the one shown in figure S 11-2, roll the styling line areas of the roof to ensure adhesion. Refer to inset D. 17. Remove the wood en supports from the rear window and windscreen apertures. 18. Fold back the rear of the Everflex and Union Cloth. Apply Boscoprene 2402 adhesive (parts 1 and 2) to the roof panel and Union Cloth in the areas indicated. Allow the adhesive to 'flash' dry. Refer to inset E. 19. Keeping the Un ion Cloth taut, press firmly onto the roof panel. Then, trim the cloth parallel with the inside of the rear window aperture. 20. Apply Boscoprene 2402 adhesive (parts 1 and 2) to the Everflex centre panel and Union Cloth as indicated. Allow the adhesive to 'flash' dry. Then, keeping the Everflex material taut, press firmly into position. Do not cut off the excess material at this stage. 21. Repeat Operations 18, 19, and 20 on the windscreen aperture. Refer to inset F. 22. Fold back the Everflex side panels and apply Boscop rene 2402 adhesive {parts 1 and 2} to the areas indicated. Allow the adhesive to 'flash' dry. Then, keeping the Everflex material taut, press into position on the roof side panels. Refer to inset G. 23. Using a hardwood grooving tool, carefully work the Everflex material into the rain channel. Fo Id the Eve rfl ex mate ri a I over onto the outer face of the cantrail and bond into position. 24. At this stage leave the Everflex material for at least sixteen hours to allow the adhesive to cure. Refer to inset H. 25. Using a soft pencil, roughly mark the overhanging Everflex material as indicated. 26. To facilitate the fitting of the rear window, it is necessary to remove the double th i elm ess of materi a I from both stitched seams. Unpick the seams on the overhanging Everflex material up to the rear window aperture as indicated (see inset J). Then, using a trimming knife, carefully remove the extra thickness of materia I. Tie off the last stitch on the underside of the Everflex material. 27. To facilitate fitting, make a series of small cuts in the Everflex material at both top corners of the rear window aperture. Ensure that the cuts do not extend further than those shown in figure S11-4, inset d. 28. Apply Boscoprene 2402 adhesive (parts 1 and 2) to the rear window aperture (arrowed), tonneau panels, and the corresponding Everflex material. Allow the adhesive to 'flash' dry. Then, keeping the material taut, press it firmly into position on the tonneau panels and around the rear window aperture. The hardwood grooving tool will assist during this operation. 29. Trim the excess Everflex material from around the rear window aperture as shown in figure 511 -4, inset h. Refer to inset J. 30. Carefully trim the Everflex material to fit around the upper 'BC' post (see fig. S11-4, inset f). 31. Apply Boscoprene 2402 adhesive (parts 1 and 2) to the underside ofthe cantrails, upper 'D' post panels {arrowed), and the corresponding Everflex material. Allow the adhesive to 'flash' dry. Then, keeping the material taut, press firmly into position. 32. To facilitate the fitting of the windscreen, it is necessaryto remove the double thickness of material from both stitched seams. Unpick the seams on the overhanging Everflex mate ri a I up to the windscreen aperture. Then, using a 9186 S11-6 trimming knife, ca refu 11 y remove the extra thickness of material. Tie off the last stitch on the underside of the Everflex material. 33. Apply Boscoprene 2402 adhesive (parts 1 and 2) to the top of the windscreen aperture and to the corresponding Everflex material. Allow the adhesive to 'flash' dry. Then, keeping the material taut, press firmly into position along the top of the windscreen aperture. The hardwood grooving tool will assist during this operation. 34. Apply Boscoprene 2402 adhesive (parts 1 and 2) to both 'A' posts, up to approximately 10 cm (4.0 in) from the base of each post. Also apply the adhesive to the corresponding Everflex material (see fig. S11-3, inset HJ. Allow the adhesive to 'flash' dry. Then, keeping the material taut, press it firmly into position on the 'A' posts; also around the sides of the windscreen and front door apertures. The hardwood grooving tool wi II assist during this operation. 35. To fit the brass 'A' post finishing strips proceed as follows referring to inset J. Fold back the Everflex material from the base of each 'A' post. Fit the brass strip around the base of each 'A' post, parallel with the top edge of the front door panel. Trim the overhanging Everflex material from the base of the 'A' post, approximately 12 mm (0.50 in) below the brass strip. Apply Boscoprene 2402 adhesive (parts 1 and 2) to the brass strip and the bottom edge of the co rres ponding Everflex mate ria I. Al Iow the adhesive to 'flash' dry. Holding the brass strip in position, press the Everflex material firmly onto the base of the 'A' post. Fold back the Everflex material together with the brass strip. The strip is now in its correct position. Apply Boscoprene 2402 adhesive (parts 1 and 2) to the brass strip and the edge of the Everflex material i.e. the area below the brass strip. Al low the adhesive to 'flash' dry. Then, cut and fold the Everflex material into position on the brass strip. Apply Boscoprene 2402 adhesive (parts 1 and 2) to the lower area of the 'A' post and to the corresponding Everflex material. Allow the adhesive to 'flash' dry. Then, keeping the material taut, press firmly into position on the 'A' post. 36. Trim the excess Everflex material from around the windscreen aperture as shown in figure S 11-4, inset b. 37. Trim the excess Everflex material from around the front and rear door apertures to the dimensions shown in figure S 11-4, insets a and c. 38. Trim the excess Everflex material from the tonneau panels, ensuring that the cut edge of the material wil I be covered by the ton neau moulding but will not show beneath it. 39. Refit the items previously removed by reversing the removal procedure noting the following. Prior to fitting the ton neau mouldings and badges, apply a th in bead of Bostik Seelastik to the rear face of each. Use black Seelastik on cars fitted with dark coloured Everflex and cream Seelastik on cars fitted with Iig ht coloured Eve rfl ex. 9/86 Printed in England © Rolls-Royce Motors Limited 1 986 40. Ensure that the roof is thoroughly cleaned. Remove any excess adhesive using a clean lint free cloth moistened with Genklene. Extreme care must be taken to avoid Gen klene coming into contact with the paintwork. 41. Using a clean Ii nt free cloth or sponge, apply a protective coating of Everflex Top Dressing to all areas of the Everflex. This gives the roof a glossy appearance and prevents dirt becoming trapped in the grain oft he Everflex material. Allow the Top Dressing to dry for fifteen minutes then apply a second coat. If any ofthe liquid is spilt on the paintwork it must be removed before it dries. Clean the cloth or sponge and any container used by rinsing them with water. 42. Using a clean lint free cloth, apply Barbour Thornproof Waterproof Dressing to both stitched seams. Ensure that the Waterproof Dressing is thorough I y worked into the stitch holes in the sea ms. TSD 4700 S11-7 Section S12 Exterior fittings Contents Pages Rolls-Royce Bentley Silver Spirit Silver Spur Eight Mulsanne/ Turbo A Mulsanne S Introduction S12-3 S12-3 S12-3 S12-3 S12-3 Safety procedures S12-3 S12-3 S12-3 S12-3 S12-3 Radiator shell- To remove and fit S12-3 S12-3 S12-3 S12-3 S12-3 Rolls-Royce radiator shell - To dismantle and assemble Ca rs other than those fitted with a retractable mascot S12-3 S12-3 Rolls-Royce radiator shell-To dismantle end assemble Cars fitted with a retractable mascot S12-3 S12-3 Mascot retract mechanism {Hyd rau Iic damper)- To dismantle and assemble S12-5 S12-5 Mascot retract mechanism (Gas spring damper)-To dismantle and assemble S12-7 S12-7 S12-8 S12-8 Bent Iey Eight radiator shell - To dismantle and assemble S12-8 Bentley Mulsanne, Mulsanne S, and Turbo A radiator shellTo dismantle and assemble Headlamp surround-To remove and fit S12-9 S12-9 S12-9 S12-9 S12-9 Air dam- To remove and fit S12-9 S12-9 S12-9 S12-9 S12-9 Front wing undersheets- To remove and fit S12-10 S12-10 S12-10 S12-10 S12-10 Bonnet moulding-To remove and fit S12-11 S 12-11 S 12-11 S12-11 S12-11 Air intake grilles and scuttle panel -To remove and fit S12-11 S12-11 S12-11 S12-11 S12-11 Door aperture finishers To remove and fit S12-11 S12-11 S12-11 S12-11 S12-11 Sill mouldings-To remove and fit S12-11 S12-11 S12-11 S12-11 S12-11 Sill treadrubbers- To renew S12-12 S12-12 S12-12 S12-12 S12-12 Rear wheel-arch stoneguards -To renew S12-12 S12-12 S12-12 S12-12 S12-12 Fuel filler door and hinge- To remove and fit S12-14 S12-14 S12-14 S12-14 S12-14 Fuel filler door release mechanism - To remove and fit S12-14 S12-14 S12-14 S12-14 S12-14 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSO 4700 S12-1 i ' ~ Contents Number plate lamp mounting bracket- To remove and fit Pages Rolls-Royce Silver Silver Spirit Spur Bentley Eight Mulsanne/ Turbo R Mulsanne S S12-15 S12-15 S12-15 Numberplate trim panel-To remove end fit S12-15 S12-15 S12-15 S12-15 Exterior badges - To remove and fit S12-15 S12-15 S12-15 S12-15 S12-15 Spare wheel carrier-To remove and fit S12-15 S12-15 S12-15 S12-15 S12-15 Spare wheel access panel -To remove and fit S12·17 5; 88 S12-2 Section S12 Exterior fittings Introduction Prior to commencing work, ensure that a suitab ly prepared area is available to store any items of tri m, etc., that are removed. Safety procedures The cleaner, primers, and adhesive referred to in this section are classified as highly flammable. For g uida nee on their use reference must be made to Section S3. Radiator shell - To remove (see fig. S12- 1) 1. Raise the bonnet. 2. Support the radiator shell, then remove the Allen headed setscrews and washers (item 1). 3. lift the shell to disengage the lower mounting pegs {item 2). Remove the rad iator shell taking care not to damage the paintwork. Radiator shell - To fit {see fig. S12- 1) Reverse the procedure given for removal noting the following. 1. Check the condition of the rubber grommets (item 3) situated in the lower mounting brackets. Renew if necessary. 2. A~er fitting the radiator shel I, carefully close the bonnet and check the shell to bonnet alignment. Adjust if necessary. Rolls-Royce radiator shell - To dismantle (see fig. S12-2) Cars other than those fitted with a retractable mascot. 1. Remove the radiator shell. 2. Protect the polished surface of the radiator shell with masking tape. Then, place it face downwards onto a suitably covered bench. 3. Slacken the Allen headed setscrew (item 1) until the mascot assembly can be withdrawn from the shell. Warning If a chrome finisher button (item 2) is fitted care must be taken when unscrewing the setscrew (item 1 ). A spring is situated underneath the button and could suddenly eject the button as the setscrew is released. 4. Unscrew and remove the radiator shell lower mounting brackets (item 3). 5. To remove the radiator vane assembly proceed as follows. Drill out the two pop rivets (item 4). Then, remove the screws {item 5) securing the radiator vanes to the shell. Carefully withdraw the vane assembly from th e shell. 11166 Printed in England © Rolls-Royce Motor Cars Limited 1986 A1733 Fig. S12-1 Radiator shell mounting arrangement Rolls-Royce radiator shell- To assemble (see fig. S12-2) Cars other than those fitted with a retractable mascot. If the original radiator vane assembly is to be refitted reverse the procedure given for dismantling. If a new radiator vane assembly is to be fitted proceed as follows. 1. Position the vane assembly centrally i n the radiator shell. 2. Secure the bottom of the vane assembly using the setscrews (item 5). 3. Using the shell to body Allen headed setscrews (item 6) temporarily secure the top of the vane assembly to the radiator shell. 4. Using the existing holes in the radiator shell backplate as a guide, dri ll two 3, 17 mm (0.125 in) clearance hol es th rough the radiator vane upper bearing plate (item 4). 5. To prevent corrosion, treat any bare metal w ith etching primer and a suitable air-drying paint. 6. Secure the top of the vane assembly to the radiator shell using two 3,17 mm (0.125 in) diameter pop rivets. 7. Remove the Allen headed setscrews (item 6). Rolls-Royce radiator shell - To dismantle (see fig . S12-3) Cars fitted with a retractable mascot. 1. Remove the radiator shell. 2. Prot ect the polished surface of th e radiator shell TSD 4700 S12-3 with masking tape. Then, place it face downwards onto a suitably covered bench. 3. With the mascot retract mechanism in the raised position, remove the nut and washer (item 1). Then, withdraw the mascot assembly. 4. Unscrew and remove the radiator she II lower mounting brackets (item 2). 5. To remove the radiator vane/retract mechanism assembly proceed as follows. Retract the mechanism. Drill out the two pop rivets (item 3). Then, remove the screws (item 4) securing the radiator vanes to the shelL Carefully withdraw the vane/retract mechanism assembly from the radiator shell. Rolls-Royce radiator shell - To assemble (see fig. S12-3) Cars fitted with a retractable mascot. If the original radiator vane assembly is to be refitted reverse the procedure given for dismantling. If a new radiator vane assembly is to be fitted proceed as follows. 1. Transfer the mascot retract mechanism to the new radiator vane assembly (see Retract mechanism - To dismantle and assemble). 2. Position the vane/retract mechanism assembly centrally in the radiator shel I. Carefully ease the mascot plinth lugs (item 5) over the guide bracket. Secure the bottom of the vane assembly using the setscrews (item4). 3. Using the shell to body Allen headed setscrews (item 6) tern porari ly secure the top of the vane assembly to the radiator shell. 4. Using the existing holes in the radiator shell backplate as a guide, drill two 3, 17 mm (0.125 in) cleara nee holes through the radiator vane upper bearing plate (item 3l. 5. To prevent corrosion, treat any bare metal with etching primer and a suitable air-drying paint. 6. Secure the top of the vane assembly to the radiat or shell using two 3, 17 mm (0.125 in) diameter pop rivets. 7. Remove the Allen headed setscrews (item 6). 8. With the ret ract mechanism i n the raised position, fit the mascot assembly. Ensure that the mascot is positioned centrally with the hole i n the mascot plinth. If necessary, retract the mascot and adjust the position of the mechanism by releasing the setscrews securing it to the radiator vane upper bearing plate. 9. To set the retract mechanism overtrave l stop proceed as follows. Retract the mascot. Release the lock-nut (item 7). Then, adjust the length ofthe overtravel stop until the wing tip of the A0399 Fig. S12-2 Radiator shell (non-retractable mascot) 11/86 S12-4 mascot protrudes a maximum of 10 mm {0.393 in) above the surface of the radiator shell (see dimension A) . Tighten the lock-nut. 10. Check that the retract mechanism operates when the mascot is moved forwards, rearwards, or deflected from side to side. Mascot retract mechanism - (Hydraulic damper) - To dismantle and assemble (see fig. S12-4) 1. Dismantle the radiator shell. 2. Slacken the setscrew (item 1), then remove the mascot plinth and spring assembly (item 2). 3. Remove the bolt {item 3), spring, and nut securing the damper to the upper mounting plate. 4. Remove the setscrews (item 4), clamping plate, and washer securing the retract mechanism to the radiator vane assembly. Withdraw the mechanism. 5. To remove the damper proceed as follows. W ith the mechanism in the retracted position, release the circlip (item 5). Remove the pivot pin. Note the position and quantity of any spacing washers situated between the operati ng lever and the clevis jaw of the damper. Remove the damper. 6. Unhook the retract spring (item 6) from the mascot spring container link arms. 7. Unhook and remove the pawl spring (item 7). A0398 Fig. S12-3 Radiator shell (retractable mascot) 11/86 Printed in England © Rolls-Royce Motor Cars Limited 1986 TSD 4700 S12-5 ~ ~ 8. To remove the detent spring (item 8) proceed as follows. Remove the roll pin (item 9} securing the detent l1wer·(item 10) to the retract mechanism mounting bracket. Remove the lever and spring. 9. To remove the mascot container spring {item 11) proceed as follows noting that the spring is in a compressed state and could suddenly eject when the roll pins (item 12) are removed. Remove the ro ll pins (item 12) securing the tab- washer (item 13) and spring . Remove the spring. 10. To remove the mascot finisher spring (item 14) carefully unwind the spring over the finisher ring (item 15). Ca re must be taken not to distort the spring or damage the surface of the ring. 11 . To assemble the retract mechanism reverse Operations 1 to 10 inclusive, noting the following . To ensure the correct operation of the retract mechanism, new roll pins should be fitted on assembly. When securing the damper to the radiator vane A0 388 Fig. S12·4 Mascot retract mechanism (hydraulic damper) 111,86 S12-6 bearing plate, tighten the bo lt until the body of the damper is parallel to the bearing plate. All springs and pivot points should be lubricated with Shell Retinax 'A' grease, or its equivalent. Mascot retract mechanism - (Gas spring damper)To dismantle and assemble (see fig. S12-5) 1. Dismantle the radiator shell. 2. Slacken the setscrew {item 1), then remove the mascot plinth and spring assembly (item 2). Fig. S12-5 3. Un clip the damper unit from the ball pin situated on the upper mounting plate (item 3). 4. Remove the setscrews (item 4), clamping plate, and washer securing the retract mechanism to the radiator vane assembly. Withdraw the mechanism. 5. To remove the damper proceed as follows. With the mechanism in the retracted position, release the spring pin (item 5). Note the position and quantity of any spacing washers situated between the operating lever and the clevis jaw of the damper. Remove the damper. Mascot retract mechanism (gas spring damper) 11/86 Printed in England © Rolls-Royce Motor Cars Limited 1986 TSD 4700 S12-7 ~ ~ Warning The gas spring damper is a pressurized unit and no attempt should be made to dismantle it. 6. Unhook and remove the pawl spring (item 6). 7. To remove the detent spring (item 7) proceed as follows. Remove the roll pin (item 8) securing the detent lever (item 9) to the retract mechanism mounting bracket. Remove the lever and spring. 8. To remove the mascot container spring {item 10) proceed as follows noting that the spring is in a compressed state and could suddenly eject when the roll pins (item 11) are removed. Remove the rol I pins (item 11) securing the tabwasher (item 12) and spring. Remove the spring. 9. To remove the mascot finisher spring (item 13) carefully unwind the spring over the finisher ring (item 14). Care must be taken not to distort the spring or damage the surface of the ring. 10. To assemble the retract mechanism reverse Operations 1 to 9 inclusive, noting the following. To ensure the correct operation of the retract mechanism, new roll pins should be fitted on assembly. All springs and pivot points should be lubricated with Shell Retinax 'A' grease, or its equivalent. Bentley Eight radiator shell - To dismantle and assemble (see fig. S12-6) 1. Remove the radiator shell. 2. Protect the polished surface of the radiator shell with masking tape. Then, place it face downwards onto a suitably covered bench. 3. Unscrew and remove the radiator shell lower mounting brackets {item 1). 4. To remove the radiator shell grille proceed as follows. Remove the retaining nuts (item 2) securing the grille to the radiator shell. Remove the clamping plates, then withdraw the grille from the radiator shell. 5. Release the nuts and spring washers (item 3), then remove the Bentley motif and nose trim. 6. To assemble the radiator shell reverse Operations 1 to 5 inclusive noting the following. To prevent corrosion, coat the assembled grille retaining nuts (item 2) and clamping plates with Tectyl, or its equivalent. Bentley Mulsanne, Mulsanne S, and Turbo R radiator shell - To dismantle and assemble {see fig. S12-7) 1. Remove the radiator shell. 2. Protect the polished/painted surface of the radiator shell with masking tape. Then, place it face downwards onto a suitably covered bench. 3. Unscrew and remove the radiator shell lower mounting brackets (item 1). 4. Remove the setscrews and washers {item 2) securing each vane assembly to the radiator shell. Carefully withdraw both vane assemblies. 5. Release the nuts and spring washers (item 3), /1,0405 Fig. S12-6 Radiator shell- Bentley Eight 5/88 S12-8 th en remove the Bentley motif and nose trim. 6. To assemble the radiator sh el I reverse Operations 1 to 5 inclusive. aperture seals (item 5) and renew if necessary. 5. To fit the headlamp surround reverse the removal procedure. Headlamp surround - To remove and fit (see fig. S12-8, inset A) Cars other than those fitted with twin round headlamps. 1. Remove the screw (item 1) securing the outboard end of the lower trim strip. Carefully detach the strip from the clips (item 2) situated below the headlamp unit(s). 2. Carefully remove the headlamp surround (item 3) by detaching it from the six retaining clips situated around the headlamp aperture, taking care not to damage the paintwork. 3. If it is necessary to re new the headlamp surround retaining clips proceed as follows. Disconnect the battery. Remove the headlamp and side lamp units, refer to TS D 4701 Electrica I Ma nu a I. Note that on ca rs fitted with twin recta ng u la r headlamps, sufficient access can be gained, without the removal of the headlamp units, by unscrewing and removing the black plastic headlamp finisher. Using a suitable tool, remove and discard the surround retaining clips taking ca re not to damage the paintwork. Fit the clips and fasteners in position and secure by tapping the retaining pegs (item 4) into position. 4. Check the condition of the self-adhesive headlamp Headlamp surround and side/position lamp essembly - To remove and fit (see fig. S12-8, inset B) Cars fitted with twin round headlamps. 1. Disconnect the battery. 2. Raise the bonnet. 3. Support the headlamp surround and side lamp assembly. Then, turn the two reach bolts (item 1) anti-clockwise until the surround assembly is released. Withdraw the surround and release the side lamp connectors (item 2). Note the position of the leads to ensure correct assembly. 4. Check the condition of the self-adhesive head Ia mp aperture seals and renew if necessary. 5. To fit the headlamp surround and side lamp assembly reverse the removal procedure. Air dam - To remove and frt (see fig. S12-9) 1. Raise the front of the car (see Chapter R). 2. Remove the five nuts and washers (item 1) securing each snow shield. 3. Man oeuvre the snow shields clear of the retaining studs and remove, disconnecting the air horns (if fitted) situated inside the left-hand snow shield. 4. If bumper mounted fog lamps are fitted, disconnect the battery and release the connectors (item 2). Release the bolts, nuts, and washers (item 3) and remove the fog lamps. A0400 Fig. S12-7 Radiator shell - Bentley Mulsanne, Mulsanne S, and Turbo R 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 TSD 4700 S12-9 5. From underneath the centre of the air dam, lift the rubber sealing flap to disengage it from the brackets situated on the radiator assembly (item 4). 6. Remove the nuts, washers, and clamping plat es (item 5) securing the air dam to the front wing panels. 7. Support the air dam. Then, remove the four bolts, nuts, and washers (item 6). Remove the air dam. 8. To fit the air dam reverse the removal procedure noting the following. Prior to fitting the air dam, apply a bead of Sikaflex sealant between the air dam to w ing panel joints. Ensure that the rubber sealing flap is held in position by the brackets situated on the radiator assembly. Fig. S12-8 A B Headlamp surrounds Cars other than those fitted with twin round headlamps Cars fitted with twin round headlamps Front wing undersheets - To remove (see fig . S 12-1 O) 1. Raise the bonnet. 2. To protect the paintwork, fit front wing covers RH2684. 3. Raise the front of the car and remove the road wheels (see Chapter R). 4. From inside the engine compartment, remove the plastic thread protectors (item 1) from the undersheet screws. 5. Remove the self-tapping screws (item 2) securing the rear section of the undersheet to the valance panel. 6. Carefully break the seal between the undersheet and the valance panel, then remove the rear section of the undersheet. 7. Remove the self-tapping screws (item 3) securi ng the front section of the undersheet to the valance panel. 8. Release the three nuts and washers (item 4) securing the front of the undersheet to the snow shield. 9. Carefully break the seal between the undersheet Al 740 Fig . S12-9 Air dam mounting arrangement 5/ 8 8 S 12-10 and the valance panel, then remove the front section of the undersheet. Front wing undersheets - To fit (see fig. S12-10) Reverse the procedure given for removal noting the following. 1. To prevent possible water ingress, ensure that the wheel-arch sealing strip {item 5) is in good condition and forms a waterproof seal when the undersheets are fitted. Renew if necessary. 2. Apply a bead of Bostik Seelastik, or its equivalent, to the joint between the front and rear sections of the undersheet and between the undersheet and valance panel. Bonnet moulding - To remove and fit (see fig. S12-11) 1. Raise the bonnet. 2. Remove the domed nuts and large washers (item 1). 3. Release the self-tapping screws (item 2) and remove the bonnet pads. Jt may be necessary to loosen the bonnet lamp mounting bracket to facilitate removal of the rear bonnet pad. 4. Remove the nut and washer (item 3) securing the front ofthe moulding. 5. Remove the screw and washer (item 4) securing the rear of the moulding. 6. Remove the five retaining nuts (item 5), plain washers, and rubber sealing washers. 7. Remove the bonnet moulding complete with retaining studs, taking care not to damage the paintwork. 8. Tofitthe moulding reverse the removal procedure noting the following. To prevent water ingress it is important that the sealing washers are positioned between the plain washers and the bonnet panel. Take care not to overtighten the bonnet moulding securing nuts. Air intake grilles and scuttle panel - To remove (see fig. S12-12} 1. Disconnect the battery. 2. Raise the bonnet. 3. To protect the paintwork, fit front wing covers RH2684. 4. To remove the windscreen wiper arm assemblies proceed as follows. Un clip the plastic covers and remove the wiper arm securing nuts (item 1 }. Loosen the Allen headed setscrew (item 2). Then, using extractor tool RH9623 carefully remove each wiper arm assembly. 5. Unscrew and remove the air intake grilles (item 3) and foam filters (if fitted}. 6. Remove the four setscrews (item 4). 7. Loosen the setscrews (item 5). Then, lift the front of the scuttle panel slightly and pull it forward to disengage the rear retaining clips. Disconnect the windscreen washer hoses and remove the panel. 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 / Al737 Fig. S12-10 Front wing undersheets Air intake grilles and scuttle panel- To fit (see fig. S12-12) Reverse the procedure given for removal noting the following. 1. Ensure that the scuttle panel is secured by the rear retaining clips. 2. Check that the scuttle panel fits flush with the top ofthe front wings. 3. If foam air intake grilles are fitted, check that they are not damaged or excessively dirty. 4. Check thatthe windscreen wipers and washers operate correctly and that the wipers park correctly. Door aperture finishers (if fitted)- To remove and fit The stainless steel door aperture finishers are simply secured to the underside of the front and rear door apertures using self-tapping screws. A small cover conceals the joint between the front and rear finisher_ To gain access to the joint cover securing screws it will be necessary to unscrew and remove the stainless steel 'BC' post finisher. When fitting the door aperture finishers ensure that the finisher to body seal is in position. Sill mouldings (if fitted) - To remove and fit (see fig. S12-13} 1. Unscrew and remove the access plate (item 1) situated on the front wing undersheet. 2. Remove the exposed nut, plain washer, and sealing washer (item 2) securing the front of the moulding to the wing panel. 3. Lift the front of the moulding away from the wing panel and progressively disengage the plastic retaining clips (item 3). 4. Remove the moulding by pulling it forward to disengage the spring clip (item 4). TSD 4700 S 12-11 5. To ensure the correct retention of the moulding check that the clip retainers (item 5) situated in the sill panel are not damaged or excessively worn. Renew if necessary. 6. To fit the mouldings reverse the removal procedure noting the fol lowing. To prevent water ingress it is important that the sealing washer is positioned between the plain washer and the wing panel. Sill tteadrubbers - To renew (see fig. S12-13) 1. Unscrew and remove the stainless steel trim covers (item 6). 2. Unscrew and remove the treadrubber retainers (item 7). 3. Using a scraper, remove the treadrubbers taking care not to damage the paintwork. 4. Using abrasive paper roughen the bonding surface of the new treadru bber. 5. Thoroughly clean the bonding surfaces of the treadrubber and sill panel using a cloth moistened with Bostik Cleaner 6001. Allow to dry. 6. Apply Bostik Primer 9252 to the bonding surface of the sill panel. Allow at least one hour to dry. 7. Apply Boscoprene Adhesive 2402 (parts 1 and 2) to the bonding surfaces of the treadrubber and sill. Allow between 10 and 15 minutes for the adhesive to 'flash' dry, then press the treadrubber into position using maximum hand pressure . 8. Remove any excess adhesive using a cloth moistened w ith Bostik Cleaner 6001. Rea, wheel-arch stoneguards (if fitted) - To renew (see fig. S12-13) 1. Using a su itable scraper, remove the stoneguard (item 8) taking care not to damage the paintwork. 2. Remove all traces of adhesive from the wheel-arch using a cloth moistened with Bostik Cleaner 6001. Allow to dry. 3. Apply Bosti k Primer 9252 to the bonding surface of the wheel-arch. Allow at least one hour to dry. 4. Using abras ive paper roughen the bonding surface of the new stoneguard. 5. Thoroughly clean the bonding surface of the stoneguard using a cloth moistened with Bostik Cleaner 6001. A llow to dry. 6. Apply Boscoprene Adhesive 2402 (parts 1 and 2 ) to the bonding surfaces of the stoneguard and wheelarch. Allow between 10 and 15 minutes for the adhesive to 'flash' dry, then press the stoneguard into A l 135 Fig. S12-11 Bonnet moulding 5/ 88 S12-12 A2039 Fig. S12-12 Air intake grilles and scuttle panel V A0401 Fig. S12-13 Sill mouldings, treadrubbers, and rear wheel-arch stoneguards 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 TSO 4700 S12-13 position using maximum hand pressure. 7. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001 . Fuel filler door and hinge- To remove (see fig. S12-14) 1. Open the fuel filler door. This can be achieved manually from the ring pul I in the luggage compartment or electrically by depressing the button situated on the instrument facia. 2. Release the nuts and washers (item 1) securing the door to the hinge. Remove the door and spacing plate. 3. To remove the hinge assembly proceed as follows. Using a pencil, mark the position of the hinge onto the body. Release the three Allen headed setscrews and washers (item 2). 4. To separate the door spring {item 3) from the hinge proceed as follows. Remove the spring clip \item 4) and washer from the hinge pin. Unhook the warning plate spring (if fitted). Withdraw the hinge pin and remove the door spring, noting the position and quantity of any spaci ng washers. Fuel filler door and hinge - To fit (see fig. S12-14) Reverse the procedure given for removal noting the following. 1. Prior to tightening the setscrews securing the hinge, align the marks made during removal. 2. Ensure that the fuel filler door blends perfectly with the rear w ing panel and that an even clearance exists around the door. Fig. S12-14 Fuel filler door and release mechanism Fig. S12-15 Luggage compartment lid exterior fittings Fuel filler door release mechanism - To remove and fit (see fig. S12-14) 1. Remove the split pin {item 5) and washers securing 5/ 66 S12-14 J the release trigger to the so lenoid plunger. 2. Release the nut and washer then withdraw the pivot bolt (item 6). Remove the release trigger and spacing tube, noting the position and quantity of any spacing washers situated between the release trigger and mounting bracket. 3. To remove the fuel filler door release solenoid (item 7) proceed as follows. Disconnect the battery. To gain access to the release solenoid, it wi ll be necessary to remove the left-hand side trim panel from within the luggage compartment {see Section S16). Release the Lucar connectors (item 8). Support the solenoid assembly, then remove the retaining nuts and washers (item 9) . Withdraw the solenoid assembly. 4. To fit the fuel filler door release mechanism reverse the removal procedure. Number plate lamp mounting bracket- To remove and fit {see fig. S12-15) 1. Disconnect the battery. 2. Drill out the pop rivets {item 1) securing the luggage compartment Iid release handle. Remove the retaining plate, handle, and seal . 3. Remove the screws (item 2) securing each number plate lamp. Withdraw the lamps and foam gaskets. Release the Lucar connectors and remove the lamps. 4. Release the screws and washers (item 3) securing the mounting bracket. Remove the mounting bracket/ finger gri p assembly together with the foam sea l {item 4). If the seal is found to be damaged or ineffective it must be renewed. 5. To fit the mounting bracket reverse the removal procedure. Number plate trim panel- To remove and fit (see fig. S12-15, item 5) Long wheelbase cars only 1. Unscrew and remove the number plate. 2. Release the screws {item 6), then remove the lower finger grip. 3. To release the number plate trim panel from underneath the lamp units proceed as follows. Remove both luggage compartment lid outer trim panels. Slacken the exposed lamp unit securing nuts {item 7) sufficiently to allow t he trim panel to be removed. 4. To fit the trim panel reverse the removal procedure. Exterior badges - To remove and fit (see fig. S 12-16) 1. To remove the badges fitted to the luggage compartment lid and/or the rear lower areas of t he front wing panels proceed as follows. To gain access to the badge securing nuts it will be necessary to remove either the appropriate luggage compartment Iid outer trim panel or a cover p late screwed to the front wing undersheets. Release the retaining nuts (item 1 ), plain w ashers, 5189 Printed in England © Rolls-Royce Motor Cars Limited 1989 Fig. S12-16 Exterior badges and sealing washers. Remove the badge taking care not to damage the paintwork. Note To remove the badges mounted on t he rear quarter panels reference should be made to Section S11 . 2. Prior to fitting a badge, apply a small amount of Bostik Seelastik, or its equ ivalent, around the base of the badge securing studs. 3. To prevent water ingress it is important that the sealing washers are posit ioned between the plain washers and the luggage compartment lid/front wing panel. Spare wheel carrier- To remove (see fig . S12-17) 1. Remove the rubber access plug situated underneath the luggage compartment floo r carpet (item 1). 2. To release the spare w heel retainer (if fitted ) proceed as follows. On ca rs fitted with pressed steel wheels, turn the reta i ner locking a rm to its horizonta I positio n (see inset A). Th en, press the retainer arm to its fully down position. On cars fitted with aluminium alloy wheels, pull the retainer locking arm fully rearward (see i nset B). 3. Using the wheel nut spanner and bar provided in the too l kit, turn the carrie r lowering bolt{item2} anti-clockwise until further rotation is prevented. 4. If fitted, raise the hinged spare wheel access panel. 5. If a spare whee l carrier lifting tube (item 3) is fitted proceed as follows. Remove the protective cover from the lifting tube and insert the wheel nut spanner bar. Lift the rear of the carrier sufficiently to eit her clear the support hook (item 4) or to allow the lowering tube TSD 4 700 S12-15 to be disengaged from the slotted carrier support bracket {item 5). Pivot the lowering tube assembly clear, then lower the rear of the carrier to the ground. Remove the bar and slide the spare wheel from the carrier. 6. On carriers not fitted with a lifting tube proceed as follows referring to inset C. Slide the spare wheel from the carrier. To facilitate assembly, scribe the position of the large washer (item 6) onto the lowering tube assembly. Support the rear of the carrier. Then, remove the nut and washer (item 7). Pivot the lowering tu be assembly clear and lowerthe rear of the carrier to the ground. 7. Remove the nuts and washers (item 8) from the carrier pivot bolts. Fig. S12-17 8. Support the carrier, then withdraw the pivot bolts and washers. Lower the carrier to the ground. Spare wheel carrier- To fit (see fig . S 12-17) Reverse the procedure given for removal noting the following. 1. Lubricate the lowering bolt and the two carrier pivot bolts with Rocol MTS 1000 g rease, or its equiv a lent. 2. Check the condition of the rubber bushes (item 9). Renew if necessary. 3. Prior to fitting the carrier, ensure that the distance tubes (item 10) are in position. 4. When the carrier is fully raised, check that the spare wheel is securely clamped against the underside of the luggage compartment floor. If the wheel is not securely held, adjust the carrier as follows. Spare wheel carrier 5/89 S 12-16 ·--~ ~ Spare wheel access panel -To remove and fit {see fig. S12-18) 1989 model year Bentley Tu rbo R cars 1. Raise the hinged access panel. 2. Support the panel, then remove the setscrews and washers (item 1) securing the hinge mechanisms to the body. Remove the panel and hinge assembly. 3. To fit the panel reverse t he removal procedure noting the following . Lower the access panel and check that it aligns with the rear wing pane ls. If necessary, adjust the position of the rubber stop situated on the left-hand inner wing panel. Lubricate the moving parts of the hinge mechanisms with a light oil or grease. \. Fig. S12-18 position with in the adjustment slot. Tighten the securing nut. Raise the carrier and c heck that the spare w heel is secure ly held. If necessary repeat the adjustment operation. 5. Check that the spare wheel is positioned w ith the tyre valve aligned with the access hole in the luggage compartment floor. 6. Ensure that the spare w heel retainer (iffitted) passes through the centre of the wheel and is locked into position . Spare wheel access panel Carriers fined with a lifting tu be. Lower the carrier slightly by loosening the operating bolt two or three complete turns . On carriers fitted with a support hook (item 4) proceed as follows. Support the carrier. Then , raise the support hook by turning each adju$ting nut (item 11) clockwise one or two complete turns. Raise the carrier and check that the spare wheel is securely held. If necessary repeat the adjustment operation. On carriers fitted with a slotted support bracket {item 5) proceed as fol lows. Support the carrier. Then, loosen the support bolt securing nut (item 12). Move the carrier support bolt to ah ig her position within the adjustment slot. Tighten the securing nut. Raise the carrier and check that the spare wheel is securely held. If necessary repeat the adjustment operation. Carriers not fitted with a lifting tu be. Lower the carrier slightly by loosening the operating bolt two or three complete turns. Support the carrier. Then, loosen the securing nut (item 7). Move the carrier securi ng boltto a higher 5/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 TSO 4700 S12-17 ~ ~ Section S13 Front and rear seats Contents Pages Rolls-Royce Silver Silver Spirit Spur Bentley Mulsanne/ Turbo R Eight Mulsanne S Introduction S13-3 S13-3 S13-3 S13-3 S13-3 Front seat cushion and valance assembly - To remove and fit S13-3 S13-3 S13-3 S13-3 S13-3 Front seat arm rest - To remove and fit S13-4 Sl 3-4 S13-4 S13-4 S13-4 Front seat head restraint - To remove and fit S13-4 S13-4 S13-4 S13-4 S13-4 Front seat squab - To remove and fit s, 3-4 s, 3-4 S13-4 S13-4 S13-4 Front seat complete assembly - To remove S13-4 S13-4 S13-4 S13-4 S13-4 Front seat complete assembly - To fit S13-4 S13-4 S13-4 S13-4 S13-4 Front seat mechanism assembly - Repair procedure S13-4 S13-4 S13-4 S13-4 S13-4 Rear seat cushion - To remove and fit s, 3-10 S13-10 S13-10 S13-10 S13-10 Rear seat squab - To remove and fit S 13-10 S13-10 S13-1 o S13-10 S13-10 Centre arm rest - To remove and fit S13-10 Sl 3-10 S13-10 Sl 3-10 S13-10 Rear seat head rest - To remove and fit S13-10 S13-10 S13-10 S13-10 S13-10 3/88 Printed in England © Aolls-Royce Motor Cars Limited 1988 TSD 4700 S13-1 Section S13 Front and rear seats Introduction Prior to commencing work, ensure that a suitably prepared area is available to st ore any items of tri m, etc., that are removed . Front seat cushion and valance assembly - To remove and fit (see fig . S 13-1) 1. Remove the two screws and cup washers (item 1) securing the squab back panel. Lift the back panel Fig. S13-1 a Front seattrim and mounting arrangement 370,5 mm (14.600 in) 3/88 Printed in Eng land @ Rolls· Royce Motor Cars Limited 1988 slightly to disengage the upper retaining b rackets then remove. 2. Remove the two screws and cup washers (item 2) securing the cushion valance to the seat bar,e. 3. From underneat h the rear of the seat. unhook the cushion retaining strap (item 3). Lift the front of the cushion to disengage the ret aining pegs, then unhook the front of the retaining st rap and remove the cushion. 4. To fit the cushion reverse the removal procedure b 365,0 mm (14.370 in) TSO 4700 S13-3 ril ~ ensuring that the retaining pegs locate in the holes situated at the front of the seat base. Front seat arm rest - To remove and fit (see fig. S13-1) 1 _ Remove the two screws and cup washers (item 1) securing the squab back panel. Lift the back panel slightly to disengage the upper retaining brackets then remove. 2. Carefully insert a slim 1 5/16 A-F spanner between the seat squab and the arm rest, then release the shouldered bolt (item 4). Remove the arm rest. 3. Each arm rest is made up of an upper and lower trimmed section which are clipped together. To open the arm rest. carefully insert a small steel rule. or a similar tool, at the rear of the arm rest between the upper section and the beading attached to the lower section. Ca refu Ily prise the two sections apart. 4. To assemble the arm rest, engage the clips at the front of each section, then bring the rear of both sections together. Insert a small steel rule and press the retaining clip downwards until the two sections engage. 5_ To fit the arm rest reverse the removal procedure. Front seat head restraint - To remove and fit (see fig. S 1 3-1) 1. Remove the two screws and cup washers (item 11 securing the squab back panel. Lift the back panel slightly to disengage the upper retaining brackets then remove. 2. Lift the head restraint to the full extent of its adjustment. 3. Locate the head restraint retaining clips situated at the base of each support tube (item 5). Push both clips clear of the support legs then lift the head restraint out of the seat squab. 4. To fit the head restraint. simply locate the support legs into the top of the seat squab and push down until the retaining clips engage. The head restraint can then be adjusted vertically to a desirable position. Front seat squab - To remove and fit (see fig_ S 13-1) 1. Remove the two screws and cup washers (item 1) securing the squab back panel. Lift the back panel slightly to disengage the upper retaining brackets then remove. 2. Remove the four MS setscrews and washers {item6) securing the squab frame to the seat base assembly Carefully withdraw the seat squab assembly. 3. To fit the seat squab reverse the re mova I procedure. Front seat complete assembly - To remove (see fig. S13-11 1. Remove the two screws and cup washers (item 1) securing the squab back panel. Lift the back panel slightly to disengage the upper retaining brackets then remove. 2. Remove the two screws and cup washers (item 2) securing the cushion valance to the seat base. 3. From underneath the rear of the seat. unhook the cushion retaining strap (item 3). Lift the front of the cushion to disengage the retaining pegs, then unhook the front of the retaining strap and remove the cushion. 4. Turn the ignition key to the ACC or RUN position. Then, using the seat adjustment controls, move the seat forward to the fu 11 extent of its travel. Warning Ensure that your hands are kept clear of the seat mechanism during this operation. 5. Using a 'Torx' head socket driver, remove the two exposed socket screws (item 7) securing the rear of the seat. Similarly, move the seat fully rearwards and remove the socket screws Iitem 8) securing the front of the seat. Note the position and quantity of any spacing washers situated between the seat base and the floor. 6. Switch off the ignition and disconnect the battery. 7 _ Disconnect the electrical plugs and sockets {item 9). 8. With the help of an assistant, carefully remove the seat assembly from the car. Front seat complete assembly - To fit (see fig. S13-11 Reverse the procedure given for removal noting the following. 1 _ It is important to ensure that any spacing washers situated between the seat base and the floor are replaced in their original positions. 2. Prior to tightening the seat base securing socket screws, ensure that the distance between the left-hand and right-hand seat slide is correct (see fig. S 13-1, inset A). 3. Torque tighten the socket screws (items 7 and 8) to between 48 Nm and 54 Nm (4,9 kgf m and 5,5 kgf m; 36 lbf ft and 40 lbf ft). The socket screws should be tightened in the fol lowing sequence. Rear inboard, rear outboard, front inboard, and front outboard. 4. When fitting the seat cushion, ensure that the retaining pegs locate in the holes situated at the front of the seat base. 5. If the seat has been electrically disconnected for more than 4 weeks the seat adjustment memory function (if fitted) wil I be lost. If this has occurred, it wil I be necessary to reactivate the memory as follows. Warning When the seat memory is reactivated, the seat will move immediately and automatically to a set adjustment position. Take care therefore to avoid contact with the seat when carrying out the fol lowing procedure. Ensure that the gear range selector lever is in the park position, then turn the ignition key to either the ACC or RUN position. Depress the memory (MEM) and the numbered store/recall buttons corresponding to the seat to be activated in the following sequence. MEM five times, 4 once, 3 twice. 4 once. To ensure activation of the memory this operation should be completed within approximate Iy five seconds. Front seat mechanism assembly - Repair procedure The operation of each front seat is controlled by four identical electric motors. Each motor is connected, via drive cables, to two gearboxes mounted on opposite 12188 S13-4 sides of the seat mechanism base. The gearboxes operate in pairs providing four adjustment positions, seat squab rake, front tilt, rear tilt and forward/rearward movement. In the event of a fault developing in the operation of a seat mechanism reference should be made to the following fault diagnosis chart. Fault diagnosis Fault Possible cause 1 . Seat 'twisting' during travel a. Broken drive cable. a. Renew the drive cables in pairs, i.e. motor set (see Drive cables To renew). Note On a number of early cars, black coloured inner cables were fitted . It is advisable to replace these with gold coloured inner cables as a complete seat set. b. Gearbox failure. b. Renew the gearbox. (see Gearbox - To renew). 2. Loss of movement in any one of the four adjustment positions. e.g . front tilt. rear t i1t, etc. a. Motor failure. Note Each motor is protected by an internal thermal cut-out. Therefore, ensure that the motor has not overheated. a. Test the motor (refer to TSO 4 701 Electrical Manual). 3. Unacceptable gearbox a. Gearbox failure. Check if the gearbox centre shaft is revolving. a. If the gearbox centre shaft is revolving, renew the gearbox (see Gearbox - To renew). Note On the front tilt, rear tilt. and forward/rearward gearboxes it may be possible to reduce the noise level by adjusting the centre shaft nut (see fig. S 13-2, item 1 ). Take care not to overtighten the nut during this operation. If the noise level does not improve, renew the gearbox. 4 . Unacceptable motor noise. a. Motor failure a. Renew the motor (see Motor - To renew) 5. General noisy operation of the seat mechanism. a. Loose motor. a. Secure correctly. b. Loose seat memory electronic control unit (if fitted) . b. Secure correctly. C. Incorrect Iy positioned or unclipped drive cables. C. Reposition and/or reclip. Remedy (indicating loss of drive to one gearbox) noise 6. Excessive free movement of the seat squab. 3/ 88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 - Refer to the information under the heading Seat squab rake adjustment. TSD 4700 S13-5 Fig. S 13-2 Front seat mechanism 3/ 88 S13-6 Drive cables - To renew (see fig . S13-2) The following procedure can be adopted for any one of the eight drive cables f itted to a seat mechanism. 1. Remove the seat cushion assembly as described under the heading Front seat cushion and valance assembly - To remove and fit. 2. Using the seat adjustment controls, operate the seat mechanism to gain access to the drive cable to gearbox connections. 3. Disconnect the battery. 4 . Cut and discard the plastic cable ties (item 2) and remove the drive cable securing clips. Note that new cable ties must be fitted on assembly. 5. Withdraw each drive cable from the gearbox . 6. Cut and discard any cable ties situated along the length of the drive cables. noting that on assembly new ties must be fitted in similar posit ions. 7. Remove the four screws (item 3) securing the appropriate motor. Lift the motor clear of its mounting bracket and withdraw both drive cable assemblies. 8. To fit new drive cables reverse the removal procedure noting the following . Failure of a drive cable will almost certainly introduce 'twist' into the seat mechanism as a result of continued operation of the opposite cable/gearbox. This must be corrected . Refer to the information under the heading Seat mechanism twist - To correct. Forward and rearward movement gearbox To renew (see fig. S13-2, item 4) 1 . Remove the seat cushion assembly as described under the heading Front seat cushion and valance assembly - To remove and fit. 2 . Using the seat adjustment controls, operate the seat mechanism to gain access to the gearbox. 3 . Disconnect the battery. 4 . Unscrew and remove the plastic gearbox cover (item 5) . 5. Cut and discard the plastic cable tie (item 2) and remove the drive cable securing clip. Note that a new cable tie must be f itted on assembly. 6. Withdraw the drive cable from the gearbox. 7. Remove the gea rbox centre shaft nut. washer, and spacer (item 1) and release the sensor earth lead (if fitted). 8. Release the Lucar connector securing the signal lead (if fitted) to the gearbox. 9. Remove the gearbox securing bolts, nuts, and washers (item 6). 10. Carefully withdraw the gearbox, noting that a thin thrust washer may be f itted to the centre shaft. The washer, if fitted, must be positioned on the centre shaft of the new gearbox prior to fitting. 11. To fit the new gearbox reverse the removal procedure noting the following . Failure of a gearbox will almost certainly introduce 'twist' into the seat mechanism as a result of continued operation of the opposite gearbox. This must be corrected. Refer to the information under the heading Seat mechanism twist - To correct. 3/ 88 Printed in England © Roll s-Royce Motor Cars Limited 1988 Front tilt gearbox/rear tilt gearbox - To renew (see fig . S 13-2, items 7 and 8) 1. Remove the seat cushion assembly as described under the heading Front seat cushion and valance assembly - To remove and fit. 2 . Using the seat adjustment controls, operate the seat mechanism to gain access to the appropriate gearbox. 3. Disconnect the battery. 4. Unscrew and remove the plastic gearbox cover (item 5). 5 . If the front tilt gearbox {item 71 is to be renewed . release the motor mounting bracket (item 9) from the seat mechanism slide. 6 . Cut and discard the plastic cable tie (item 2) and remove the drive cable securing clip. Note that a new cable tie must be fitted on assembly. 7 . Withdraw the drive cable from the gearbox. 8 . Remove the gearbox centre shaft nut. washer, and spacer (item 11 and release the sensor earth lead (if fitted). 9. Release the Lucar connector securing the signal lead (if fitted) to the gearbox. 10. Remove the gearbox securing bolts, nuts, and washers (item 6) . 11 . Carefully withdraw the gearbox, noting that a thin thrust washer may be fitted to the centre shaft. The washer, if fitted, must be positioned on the centre shaft of the new gearbox prior to fitting . 12. To fit the new gearbox reverse the removal procedure noting the following . Failure of a gearbox will almost certainly introduce 'twist' into the seat mechanism as a result of continued operation of the opposite gearbox. This must be corrected. Refer to the information under the heading Seat mechanism twist - To correct. Seat rake gearbox - To renew (see fig. S13-2, item 10) 1. Remove the seat cushion assembly as described under the head ing Front seat cushion and valance assembly - To remove and fit. 2. Using the seat adjustment controls, operate the seat rake to the fully forward position and the rear tilt to the fully raised position. 3 . Disconnect the battery. 4 . If fitted, disconnect the sensor earth lead and signal lead from the gearbox. 5 . Cut and discard the plastic cable tie (item 2) and remove the drive cable securing clip. Note that a new cable tie must be fitted on assembly. 6. Withdraw the drive cable from the gearbox. 7 . Remove the gearbox securing bolts, nuts, washers, and self-tapping screw (items 6 and 11 ). 8. Carefully withdraw the gearbox and spacer assembly. Unscrew and remove the spacer (item 12) and discard the gearbox. 9. To fit the new gearbox reverse the removal procedure noting the following. Ensure that the cut-out in the gearbox spacer aligns with the seat rake arm (item 13). Failure of a gearbox will almost certainly introduce TSO 4700 S13-7 'twist' into the seat mechanism as a result of continued operation of the opposite gearbox. This must be corrected. Refer to the information under the heading Seat mechanism twist - To correct. Seat mechanism twist - To correct (see fig. S13-2) 1. Disconnect the battery. 2. If necessary, remove the complete seat assembly from the car and rest the mechanism onto a perfectly f lat surface. 3 . Using a small screwdriver, or a similar tool, (item 14) turn the affected gearbox d rive until the twist has been removed. 4. To confirm that the twist has been corrected pn;>ceed as follows. Fit the drive cables. Then, using the seat adjustment controls, operate the appropriate gearboxes to the full extent of their travel, ensuring that both gearboxes cease operation simultaneously. If necessary, repeat the above procedure until the twist has been completely removed . Seat squab rake adjustment (see fig. S13-2) It should be noted that to ensure the correct operation of the squab rake a small amount of free movement must be present in the seat squab. However, if the movement at the top of the seat squab exceeds 6 mm (0.240 in) then the following adjust ment procedure should be carried out. 1. Remove the squab back panel (see Front seat cushion and valance assembly - To remove and fit). 2. Disconnect the battery. 3. Slacken the squab pivot bolt nuts (item 15). 4. Using a suitable tool, turn each eccentric cam (it em 16) until the f ree movement at the t op of the squab is reduced to 6 mm (0.240 in). Not e that it may be A165 1 Fig. S13-3 Rear seat trim - Other tha n Bentley Turbo R 3/ 88 S13-8 Fr&l ~ necessary to remove the seat squab to gain access t o the cams. 5. If the acceptable limit cannot be achieved by turning the cams, then the seat rake spacer bushes (item 17) should be adjusted as follows. To gain access to the spacer bushes, remove the seat rake gearboxes (see Seat rake gearbox - To renew). Using a socket spanner, turn each spacer bush clockwise until all free movement is removed from the seat squab. Then, turn the bush a quarter of a turn anticlockwise to provide slight squab movement. Note Ensure that steel spacer bushes are fitted. On a number of early cars nylon bushes were fitted, these should be discarded and replaced by the steel type. 6. Repeat Operation 4 to reset the eccentric cams. 7. Torque tighten the p ivot bolt nuts (item 15) to 35 Nm (3,5 kgf m; 26 lbf ft). Motor - To renew (see fig. S13-2) The following procedure can be adopted for any one of the four motors fitted to a seat mechanism. 1. Disconnect the battery. 2. Disconnect the motor loom plug and socket (item 18). Withdraw the brig ht coloured keeper bar from the socket. Then, using a suitable th in rod disengage the spring clips securing the appropriate motor leads. Note the position of the leads to ensure correct assembly. 3. Remove the four screws (item 3).securing the appropriate motor. Lift the motor clear of its mounting bracket and withdraw both drive cable assemblies. 4 . To fit a motor reverse the removal procedure. Seat memory electronic control unit (if fitted) - To renew (see fig. S13-2) 1 . Remove the seat cushion assembly as described Fig. S 13-4 Rear seat trim - Bentley Turbo R 3/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD 4 700 S13-9 under the heading Front seat cushion and valance assembly - To remove and fit. 2. Using the seat adJ ustm1mt controls, operate the front and rear tilt to the fully raised position. 3. Disconnect the battery. 4. Trace the looms from the electronic control unit to the plug and socket connectors. Disconnect the plugs and sockets. 5. Cut and discard any cable ties situated along the length of the looms, noting that on assembly new ties must be fitted in similar positions. Manoeuvre the looms clear of the seat mechanism. 6. Turn the electronic control unit IECU) securing clip (item 19) through 90° _ Lower the ECU, th en slide it clear of the front mounting bracket and remove. 7. To fit a new seat memory ECU reverse the removal procedure noting the following. To activate the new seat memory ECU refer to the information under the heading Front seat complete assembly - To fit. Rear seat cushion - To remove and fit (see fig . S 1 3-3) 1. The rear seat cushion is simply wedged into position in the seat pan and can be removed by raising the front edge and pulling clear of the seat squab. To fit the cushion reverse the removal operation. {item 5). Remove the setscrews to allow the seat belt webbing to be slid off the sides of the squab. 0 n ca rs fitted with a cellular telephone, disconnect the battery then release the plug and socket (item 6). Carefully remove the squab assembly from the car. 6 . To fit the squab reverse the removal procedure. Centre arm rest - To remove and fit (see fig. S13-3) 1. Remove the four bolts and washers Otem 6) securing the arm rest to the squab panel. On cars fitted with a cellular telephone, disconnect the battery then release the plug and socket (item 5). Remove the arm rest. 2. To fit the arm rest reverse the removal operation. Rear seat head rest - To remove and fit Bentley Turbo R (see fig. S13-4) 1. Release the rear seat squab. 2 . Ease the squab forward and locate the spring clips retaining the head rest support legs (item 7). Withdraw the clips, then lift and remove the head rest. 3. To fit the head rest reverse the removal procedure. Rear seat squab - To remove and fit Other than Bentley Turbo R (see fig. S 13-3) 1. Remove the rear seat cushion . 2 . Lift and remove the head rests. 3. Unclip and remove the seat belt reel covers situated on the parcel shelf. 4. Remove the self-tapping screws securing the lower corners of the squab (item 1). 5. Lower the centre arm rest and manoeuvre the trimmed flap clear of the retaining plate (item 2). 6. Remove the two exposed bolts, spacing washers, and tapping plates (item 3). 7. Lift the bottom of the squab slightly sliding the top towards the rear window to disengage the retaining brackets (item 4) . Slide the seat belt webbing off the sides of the squab. On cars fitted with a cellular telephone, disconnect the battery then release the plug and socket (item 5). Carefully remove the squab from the car. 8. To fit the squab reverse the removal procedure. Rear seat squab - To remove and fit Bentley Turbo R (see fig. Sl 3-4) 1. Remove the rear seat cushion. 2 . Remove the self-tapping screws securing the lower corners of the squab {item 1 J. 3 . Lower the centre arm rest and manoeuvre the trimmed flap clear of the retaining plate (item 2). 4. Remove the two exposed bolts, spacing washers, and tapping plates (item 3). 5 . Lift the bottom of the squab slightly sliding the top towards the rear window to disengage the retaining brackets (item 4). Ease the squab forward to gain access to the finishing trim outer securing setscrews -\_ 3/88 S13-10 Section S14 Seat belts Contents Pages Rolls-Royce Silver Spirit Silver Spur Bentley Eight Mulsanne/ Turbo R Mulsanne S Introduction 514-3 S14-3 S14-3 S14-3 S14-3 Front seat belt - To remove S14-3 S14-3 S14-3 S14-3 S14-3 Front seat belt - To fit S14-4 S14-4 S14 -4 S14-4 S14-4 Retractable rear seat belt - To remove S14-5 S14-5 S14-5 S14-5 S14-5 Retractable rear seat belt - To fit S14-5 S14-5 S14-5 S14-5 S14-5 7/87 Printed in England Cl Rolls-Royce Motor Cars Limited 1987 TSO 4 700 S14-1 Section S14 Seat belts Introduction Lap and diagonal retractable seat belts are fitted in the front compartment of the car. The rear compartment has lap and diagonal retractable seat belts fitted to the two outer positions. An additional static lap belt may be fitted t o the rear central position. If a seat belt requires cleaning, sponge the webbing with warm soapy water. Do not use bleaches or dyes as they may impairthe efficiency and safety of the seat belts. Warning In the event of a vehicle being involved in an accident of sufficient severity to ca use damage to the front longerons, all the seat belts worn by occupants at the ti me of the impact must be replaced . If an impact results in local damage to any of the seat belt anchorage points, then that particular seat belt must be replaced irrespective of whether the be It was worn or not at the time of the impact. In the event of a rear impact, the severity of the damage must be judged and ifin any doubt the occupied seat belts must be replaced. Front seat belt- To remove {see fig. S 14-1) 1. Usi ng the seat adjustment controls, move the front seat forward to the full extent of its travel. 2. Remove the two screws securing the small trim panel (item 1). Lift the trim sl ightly to disengage the retaining clips and remove. 3. To remove the 'BC' post trim panel proceed as follows. Unclip and remove the rear compartment f loor carpet. Then, remove the two screws (item 2) and carpet retainers . Peel back the soundproofing material, then remove the two exposed setscrews (item 3). Loosen the stainless steel sill finishers adjacent to the 'BC' post to enable the ends of the trim to be released. Release the seat belt webbing from the retaining cl ip on the 'BC' post panel. Slide the 'BC' post t rim panel upwards to disengage the rear retaini ng brackets and remove. 4. Remove the anchorage bolt, washers, etc., (item 4) from the top of the reel mechanism cover plate. 5. Remove the setscrews securing the cover plate :::::::=":--=-::-:::;.=/.::::::::::::::~Y-- -~,_,.. _ ,_...._-_-_-_-_-____...... _,___,;_. A1654 Fig. S14-1 front seat belt removal 9/88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 TS D 4700 S14-3 ~ ~ (item 5). Release the seat belt webbing by removing the plastic edge protector and guiding the webbing through the slot provided. Remove the cover plate. A1655 Fig. S14-2 Front seat belt reel to sill mounting arrangement 6. Unscrew and remove the two seat belt guides (item 6). 7. Unscrew and remove the upper trim mounting bracket (item 7). 8. Remove the anchorage bolt, washers, etc., (item 8) securing the seat belt to the top of the 'BC' post. Note that on a number of 1987 model year cars conforming to an Australian specification, the upper trim mounting bracket is positioned underneath the anchorage bolt. 9. Remove the two bolts and strengthening plate (item 91 situated underneath the sill panel. Remove the seat belt mechanism assembly. 10. Peel back the transmission tunnel carpetto expose the seat belt stalk ancho rage bolt (item 10). Release the bolt, washers, etc., and remove the stalk. On cars conforming to a North American specification, disconnect the battery then release the Lucar connectors from the electrical lea d protruding from the driver's side seat belt stalk. Front seat belt - To fit (see fig. S 14-1) Reverse the procedure given for removal noting the following. 1. Prior to fitting the reel mechanism into the sill Fig. S14-3 Rear seat belt removal A Additional stalk for a static lap belt 9/86 S14-4 recess, check that the reel to sill mounting bracket is positioned as shown in figure S14-2 . This will ensure that when the reel is mounted in the sill it will be positioned ve rtica Ily. 2. Torque tighten the seat belt anchorage bolts as follows. Nm kgf m lbfft (items 4, 8, and 10)34-41 3,4-4, 1 25-30 (item 9) 22-24 2,2-2,5 16-18 3. Check that the plastic edge protector (item 11) is fitted to the reel mechanism cover plate, preventing poss i b Ie chafing of the seat be It webbing. 4. Fully extend the seat belt webbing and check that the belt retracts fully when released. 5. On cars conforming to a North American specification, a warning buzzer device is fitted to remind occupants to fasten their seat belts. The operation of the warning buzzer is as follows . If the engine is started without the driver's seat belt fastened, the buzzer wi II sound and a warning panel on the centre console will illuminate. The buzzer and panel will remain energized for approximately seven seconds . The buzzer wi 11 cease immediately the driver's seat belt is fastened. If the engine is started with the driver's seat belt fastened, the warning panel wi 11 i 11 um i nate for approximately seven seconds to remind other occupants to fasten their seat belts. The panel wiU illuminate irrespective of whether the seat belts are fastened or not. 6. To check that the seat belts are operating correctly, select an open stretch of road . Then, when the road is free from any potential danger, accelerate the car to 24 km/h (15 m ile/h) and brake sharply. Ensure that the belts lock and subsequently release. An additional check should be made by fitting the belt and then giving the webbing of the diagonal belt a sharp pull. Ensure that the belt locks, then retracts when the tension is released. (3, 4 kgf m and 4, 1 kgf m; 25 I bf ft and 30 lbf ft). 2. Fully extend the seat belt webbing and check that the belt retracts fully when released. 3. To check that the seat belts are operating correctly, select an open stretch of road. Then, when the road is free from any potential danger, accelerate the car to 24 km/h (15 inile/h) and brake sharply. Ensure that the belts lock and subsequently release. An addition a I ch eek sh o u Id be made by fitting the belt and then giving the webbing of the diagonal belt a sharp pu 11. Ensure that the be It Iocks, then retracts when the tension is released. Retractable rear seat belt- To remove (see fig. S 14-3) 1. Lift out the rear seat cushion. 2. Remove the rear head rests . 3. To gain access to the seat belt anchorage bolts, it wi 11 be necessary to re Iease the bottom oft he rear seat squab (see Section S13). 4. Remove the exposed anchorage bolts and washers (item 1) then release the seat belt and stalk. 5. Unclip and remove the seat belt trim covers (item 2). 6 . Release the anchorage bolt and washers (item 3) securing the reel mechanism to the parcel shelf. Release the webbing from the seat belt guide noting that on cars conforming to an Australian specification a plastic sleeve will first have to be removed from the guide. Remove the reel mechanism assembly. Retractable rear seat belt - To fit (see fig . S 14-3) Reverse the procedure given for removal noting the following. 1. Torque tighten the seat belt anchorage bolts and nuts (items 1, 3, and 4) to between 34 Nm and 41 Nm 9186 Printed in England © Rolls-Royce Motors Limited 1 986 TSO 4700 S14-5 Section S15 Interior trim - passenger compartment Contents Pages Rolls-Royce Silver Silver Spirit Spur Bentley Eight Mulsanne/ Turbo R Mulsanne S Jntrod ucti on S15-3 S15-3 S15-3 S15-3 S15-3 Safety procedures S15-3 S15-3 S15-3 S15-3 S15-3 Upper instrumentfacia panels - To remove and fit S15-3 S15-3 S15-3 S15-3 S15-3 Top roll, demister panel, and lower trim panels -To remove and fit S15-3 S15-3 S15-3 S15-3 S15-3 Facia door and stowage compartment-To remove and fit S15-4 S15-4 S15-4 S15-4 S15-4 Centre console -To remove and fit S15-4 S15-4 S15-4 S15-4 S15-4 Lower instrument facia panels - To remove and fit S15-5 S15-5 S15-5 S15-5 S15-5 Instrument board-To remove and fit S15-5 S15-5 S15-5 S15-5 S15-5 Front header trim panels- To remove and fit S15-6 S15-6 S15-6 S15-6 S15-6 Parcel shelf, cantrail/quarter panel, and rear header trim panel-To remove and fit S15-8 S15-8 S15-8 S15-8 S15-B 'BC' post, side header, and centre roof trim panels - To remove and fit S15-10 S15-10 S15-10 S15-10 S15-10 Headlining material- To remove and fit S15-10 S15-10 S15-10 S15-10 S15-10 Draught welts - To remove and fit S15-11 S15-11 S15-11 S15-11 S 15-11 Centre stowage bin- To remove and fit S15-11 S 15-11 S15-11 S 15-11 S15-11 Floor and transmission tunnel carpets -To remove and fit S15-11 S15-11 S15-11 S15-11 S15-11 Hee/board carpet trim - To renew S15-13 S15-13 S15-13 S15-13 S15-13 Soundproofing - bulkhead, transmission tunnel, and rear seat area - To renew S15- 13 S15-13 S15-13 S15-13 S15-13 Soundproofing - roof, rear quarter, floor, and rear seat base-To renew S15-14 S15-14 S15-14 S15-14 S15-14 7187 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD 4700 S15-1 Section S15 Interior trim - passenger compartment Introduction Prior to commencing work, ensure that a suitably prepared area is available to store any items of trim, etc., that are removed. Safety procedures The cleaner and adhesives referred to in th is section are classified ash ighly flammable. For guidance on their use reference must be made to Section S3. Upper instrument facia panels - To remove and fit {see fig. S15-1) 1. Disconnect the battery. 2. On cars fitted with a switch box protection pad (item 1) proceed as follows . Using a suitable tool, carefully prise out the three blanking plugs. Release the exposed screws and remove the protection pad. 3. Release the screws and remove the trimmed beadings (item 2) situated along the lower edge of the instrument facia panel. 4. Release the grub screws (item 3) and remove both facia vent control knobs. 5. Release the three screws and cup washers (item 4) securing the instrument facia panel. Manoeuvre the panel from underneath the top ro ll and remove. 6. To remove the inst rument facia end panel proceed as follows. Open the facia stowage compartment. Lower the fuse compartment door by depressing the release button situated on the top roll side panel. Remove the end panel lower securing setscrew and washer (item 5). To gain access to the end panel upper securing nut remove the screws and cup washers (item 6), then fold back the side lining of the stowage compartment. Remove the nut and washer (item 7), taking ca re not to damage the soldered connections at the rear of the map lamp/vanity m irror switch. Withdraw the pane l and release the electrical connectors, noting the position of the leads to ensure correct assembly. 7. To fit the instrument facia panels reverse the remova l procedure. Top roll, demister panel, and lower trim panels-To remove and fit (see fig . S 15-2) 1. Disconnect the battery . 2. Remove the upper instrument facia pane ls. 3. Remove the screws and washers (item 1) and lower the parking brake trim panel. Release the Lucar connectors from the footwel l lamp (item 2) and remove the panel. 4. Remove the top roll securing screws, nuts, A0556 Fig. 515-1 Upper instrument facia panels 11/86 Printed in England © Rolls-Royce Motor Cars Limited 1986 TSO 4 700 S15-3 bolts, and washers (item 3). 5. Carefully withdraw the top ro ll assembly horizonta Ily to avoid damaging the solar temperature sensor (item 4). 6. To remove the demister panel proceed as follows. Remove the bolts, nuts, and washers (item 5). Raise the front oft he panel slightly to clear the windscreen demister ducting. Then, carefully ease the panel from underneath the windscreen finisher trim and remove. 7. Remove the windscreen finishe r trim panel (item 6) by pu Iling it forward to disengage the retaining tabs. 8. To remove the fuse compartment door proceed as follows. Release the Lu car con nectars from the footwell lamp (item 7). Unhook the support straps then release the nuts and washers (item 8) and remove the fuse compartment door. Note that the fuse compartment lamp switch cancelling bracket is secured underneath the out boa rd securing nuts. 9. To fit the lower trim panels, demister panel, and top roll reverse the removal procedure. Facia door and stowage compartment- To remove and fit (see fig. S 15-3) 1. Release the screws { item 1) and remove the facia stowage door. 2. To remove the stowage compartment proceed as follows. Disconnect the battery . Remove t he two screws (item 2) . Withdraw the stowage compartment lamp and release the Lu ca r connectors . Remove th e screws, cup washers, and plastic clips (item 3) securing the stowage compartment to the instrume nt board. To gain access to the stowage compartme nt lamp switch and luggage compart ment locking select o r switch, fold back the side lining of the stowage compartment (item 4). Release the Lu car connectors from both switc h es. Release the screws and washe rs (item 5), th en remove the switch mounting bracket/door chec k arm assembly. Carefully withdraw the stowage compartment . 3. To fit the stowage compa rtm ent and facia doo r reverse the removal procedure. Centre console- To remove and fit (see fig. S15-4) Other than Bentley Mulsanne S and Turbo R cars 1. Disconnect the battery. 2. Remove the upper instrument facia panel. 3. Loosen the setscrews and washers (item 1) securing the lower sides of the con sole. 4. Remove the screws (item 21securing the top of the console to the instrument board. Carefully A0 569 Fig. S15-2 Top roll, demister panel, and lower trim panels ..) 8187 S15-4 ~ ~ withdraw the console sufficiently to gain access to the electrica I connections. Disconnect the various leads, noting their positions to ensure correct assembly. 5. To fit the centre console reverse the removal procedure. Centre console - To remove and fit (see fig. S 15-5) Bentley Mulsanne S and Turbo R cars 1. Remove the upper instrument facia panel. 2. Remove the screws (item 1) securing the console to the inst rument board. 3. Turn the ignition key to the ACC or RUN position. Then, using the seat adjustment controls, move both front seats rearward to the ful I extent of their travel. Disconnect the battery. 4. To gain access to the console rear securing screws it wil I be necessary to remove the front seat cushions (see Section S13). Remove the exposed screws (item 2). 5. Lift out the ash tray, then remove the exposed screws (item 3) securing the console to the transmission tunnel. 6. Carefully withdraw the console assembly sufficiently to disconnect the various electrical leads. In view of the large nu rnber of connections, it is advisable to label each one as it is disconnected. 7. To fit the console reverse the rem ova I procedure. Lower instrument facia panels- To remove and fit (see fig. S15-6) 1. Disconnect the battery. 2. Lower the fuse compartment door by depressing the release button situated on the top roll side panel. 3. Release the setscrews and washers (item 1 ). Then, unclip and remove the facia panel adjacent to the centre console. 4. Remove the parking brake trim panel (see Top rol I, demister panel, and lower trim panels - To remove and fit, Operation 3) . 5. Release the screws and remove the trimmed beadings (item 2) situated along the lower edge of the instrument faci a pane I. 6. Release the screws and washers (item 3) securing the air conditioning control panel to the instrument board. Withdraw the panel and release the electrical connections, noting the position of the leads to ensure correct assembly. Similarly, remove the control panel containing the windscreen wipers switch , fuel fi lier door release button, etc. 7. To fit the lower instrument facia panels, reverse the removal procedure . Instrument board - To remove and fit (see fig. S 15-7) 1. Disconnect the battery. 2. Remove the upper and lower instrument facia panels, facia stowage door, top roll, lower trim panels, and centre console. 3. Disconnect the electrical leads from all instruments, lamps, switches, etc. In view of the large number of connections, it is advisable to label each 8187 Printed in England © Rolls-Royce Motor Cars Limited 1 987 Fig . S15-3 Facia stowage compartment A0602 Fig . S15-4 Centre console Other than Bentley Mulsanne S and Turbo R cars one as it is disconnected to facilitate assembly. 4. Remove the nuts (item 1) securing the air vent control levers to the instrument board. 5. To remove the circu larfacia air outlets and ducts refer to Chapter C. 6. Remove the bolts, nuts, and washers (item 2) securing the lower centre sect ion of the instrument board. 7. Remove the bolts, nuts, and washers (item 3) securi ng the upper centre section of the instrument board. TSO 4700 S15-5 8. With the help of an assistant, support the instrument board then release the nuts and washers (item 4) securing each end. Remove the instrument board. 9. To fit the instrument board reverse the removal procedure. Fig. S15-5 Centre console Bent ley Mulsanne Sa nd Turbo R cars Front header trim panels- To remove (see fig. S 15-8) 1. Disconnect the battery. 2. Unscrew and remove the interior rear view mirror. On cars fitted with a eel Iular telephone , u ncl i p the microphone mounted on the mirror stem. 3. Pull the sun visors from t he ir inboard reta ining clips . Release t he screws (item 1) and remove th e su n visors. 4 . Remove the screws (ite m 2). Slide back t he centre h ead er tri m panel and re lease the Lu car con nectar (if fitted ) from t he passe nger side vis o r ret aini ng cl i p and unplug the cellular t elephone microphone (if fitted). Remove the trim pan el. 5. Remove the flexible out er covers from the coat hooks situated on the cantra il t rim panels. Unscrew the coat hooks and remove th e stain less steel tri m finishers. 6. Unclip and remove the 'A' post/cantra il t rim pane ls (item 3). 7. Re lease t he screws (item 4) a nd remove the v iso r cl ip retain i ng brackets and header trim pane ls. 8. Caref u Ily separate the glued edge of the heade r trim material and foam (it em 5) from the headlin i ng material. Rem ove the ex posed self -tapping screws and was hers (item 6), then rem ove the header tri m pieces . Front header trim panels - To fit (see fig. S15-8) Reverse the procedure given fo r removal noting th e following. 1. To fit the header trim pieces (ite m 5) proceed as follows. Using t he self-t app ing screws and was hers (item A05 7 0 Fig. S 15-6 Lower instrument facia panels 8/87 S15-6 I A1713 6 11/8 · d 1986 Printed in Eng land tor Cars Lim1te © Rolls-Royce Mo TSD 4700 S15-7 6), secure the trim pieces to the header panel. Apply Apollo Adhesive AX 2344 to the header panel covering an area approximately 75 mm (3.0 in) wide. Refer to cross-hatched area (item 7). Allow five minutes for the adhesive to 'flash' dry, then press the foam panel (item 8) firmly into position. Apply Apollo Adhesive AX 2344 to the roof headlining material adjacent to the edge of the foam panel . Cover an area approximately 25 mm ( 1.0 in) wide. Similarly, cover the corresponding area of the header trlm piece material. Allow five minutes for the adhesive to 'flash' dry. Then, keeping the trim piece material taut, press firmly into position. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001. Parcel shelf, cantrail/quarter panel , and tear header trim panel - To remove and fit (see fig. S 15-9) 1. Remove the rear seat cushion and squab assembly (see Section S13). 2. Remove the seat belt anchorage bolts situated on the rear squab panel. Release the webbing from the seat belt guides and carefully allow the belts to retract into the reel mechanisms. Note that on cars Fig. S15-9 conforming to an Australian specification a plastic sleeve will f irst have to be removed from each guide. 3. If fitted, release the front of the trimmed stop lamp unit from the retaining cti p (item 1). Carefully raise the front of the lamp unit and pu 11 it forward slightly to disengage the rear retaining lugs. Disconnect the battery then unplug the electrica l lead to the lamp and remove the stop lamp unit. 4. Ease the front of the parcel shelf (item 2) upwards slightly and carefully remove. 5. To remove the cantrail /quarter panel proceed as follows. Disconnect the battery. Using a suitable flat bladed t ool , carefully ease the front of the companion frame (if fitted) out of it s recess (item 3). Release the Lu car connectors, noting the position of the leads to ensure correct assembly, then remove the companion frame. Pull down the spring loaded grab handle (item 4) to expose the retaining screws. Release the screws and remove the handle. Remove the flexible outer cover from the coat hook situated on tile cantrail trim panel (item 5). Parcel shelf, cantrail/quarter, and rear header trim panels 5/ 88 S15-8 J Unscrew the coat hook and remove the stainless steel trim finisher. Remove the self-tapping screws (item 6) . On Bentley Eight cars, carefully ease the escutcheon cover (item 7) from the interior/map lamp switch , release the exposed screws and remove the escutcheon. Remove the cantrail/quarter panel by pulling it forward to disengage the rear retaining brackets. 6. Release the self-tapping screw (item 8) from each end of the rear header trim panel. Remove the panel by pull i ng it forward to disengage the rear retaining brackets. 7. To fit the rear header trim panel, cantrail/quarter panel, and parcel shelf reverse the removal procedure. Al 71 5 Fig. S15-10 'BC' post, side header, and centre roof trim panels Fig. S15-11 Headlining removal 11/86 Printed i n England © Rolls-Royce Motor Cars Limited 1986 TSD 4 700 S15-9 'BC' post, side header, and centre roof trim panels - To remo'lle and fit {see fig. S15-1 OJ 1. To remove the 'BC' post trim proceed as follows. Remove the two screws securing the upper trim panel {item 1 ). Lift the trim slightly to disengage the retaining clips and remove. Unclip the rear compartment fl oor carpet and remove the two exposed screws and carpet retainers (item 2) . Peel back the soundproofing material, then remove the two exposed setscrews (item 3). Loosen the stainless steel sill fin ishers adjacent to the 'BC' post to enable the ends of the trim to be released. Release the seat belt webbing from the retaining clip on the 'BC' post trim panel. Slide the 'BC' post trim panel upwards to disengage the rear retaining brackets and remove . 2. To remove the side header trim panel proceed as fol lows. Remove the front header trim, rear header trim, and cantrai l t ri m. Disconnect the battery. Then, unplug the interior lamp loom connector (item 4). Separate the glued edge of the side header trim material from the cantrail panel to expose the securing screws (item 5). Release the screws, then remove the side header pane( complete with the interior lamps. 3. To remove the centre roof trim panel (item 6) proceed as follows. Disconnect the battery. Fig. S15-12 Remove the front centre header trim pane l. SI ide the centre roof trim panel towards the front of the car to disengage the reta i ning brackets. Release the Lu car connectors at the rear of the panel. Remove the panel complete wjth the upper air temperatu re sensor. 4. To fit the centre roof trim panel, side header trim panel, and 'BC' post trim reve rse the removal procedure noting the following. Ap ply Apollo Adhesive AX 2344 along the edge of the side header trim mate rial and to the correspond ing area of the cantrail panel. Allow five minutes for th e adhesive to 'flash ' d ry, then bring both suriaces together using maximum hand pressure. Headlining material- To remove (see fig. S15-11 ) 1. Remove the front heade r tri m, rear header t rim, cantrail/quarter trim, side header tri m , and centre roof trim. 2. From above the rear window, drill out the pop rivets and remove the two outer rear header t rim securing brackets (item 1 ). 3. Remove the headlining clips (item 2). 4. Separate the glued edge of the headlining from the front and rear header and cantrail panels. Release the headlining from the channel formed in the centre roof panel {item 3) and remove. Headlining material - To fit (see fig. S 15-11) 1. Clean t he bonding surfaces of the cantrail and header pane ls using a cloth moistened with Bostik Draught welts 11186 S15-10 Cleaner 6001. Allow to dry. 2. Lay the headlining panel onto a suitable cloth covered bench . Slide the nylon strip into the sleeve along the inner edge of the headlining. 3. Apply Apo Ilo Adhesive AX 2344 around the outer bonding edges of the headlining to a depth of approximately 75 mm 13.0 in). Similarly, apply adhesive to the corresponding bonding surfaces of the cantrail and header panels. Al low five minutes for the adhesive to 'flash' dry. 4. Insert the inner edge of the headlining panel containing the nylon strip into the channel formed in the centre roof panel. 5. Keeping the headlining material taut to prevent creasing, press firmly into position along the cantrail and front and rear header panels. 6. Using a trimming knife, remove any excess headlining material. 7. Pierce the headlining material to accept the retaining clips (item 2) . Then, press the clips into position along the cantrail panel. Also pierce the headlining material where the cantrail trim securing clips will engage. 8. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001. Draught welts- To remove (see fig. S15-12) Remove the cantraij trim panels and 'BC' post trim. 2. To remove the lower 'D' post trim panel proceed as follows. Peel back the trim materia I and remove the exposed screw (item 1). Loosen the stainless steel sill finisher to enable the end of the trim to be released. 3. To remove the lower 'A' post trim panel proceed as follows. Remove the two screws and cup washers (item 2). Loosen the stainless steel sill finisher to enable the end of the trim to be released. 4. Carefully separate the glued draught welt from around the 'A' post, cant rail, and 'D' post and remove. 5. To remove the draught welt from the 'BC' post it will first be necessary to release the upper seat belt anchorage bolt and remove the seat belt guides {see Section S14). 6. Unscrew and remove the 'BC' post trim panel retaining brackets {item 3). 7. Remove the screw and washer (item 4). 8 . Release the retaining clips Iitem 5), then peel back the top of the draught welt and remove. 1. Draught welts - To fit (see fig. S 15-12) Reverse the procedure given for removal noting the following. 1. Clean the bonding surfaces of the ·A' post, cantrail, and 'D' post using a cloth moistened with Bosti k Cleaner 6001. Allow to dry. 2. Fit the 'BC' post draught welt, ensuring that the seat belt guide holes are aligned. Apply Apollo Adhesive AX 2344 to the top flap of the 'BC' post draught welt and to the corresponding 11/86 Printed in England © Rolls-Royce Motor Cars Limited 1986 Al 717 Fig. S15-13 Centre stowage bin area on the cantrail. Al low five minutes for the adhesive to 'flash' dry, then bring both surfaces firmly together. 3. Lay the draught welt for the' A' post/cantrail/'D' post onto a suitable cloth covered bench. Apply Apollo Adhesive AX 2344 along the length of the cloth backing strip. Similarly, apply adhesive to the corresponding bonding surfaces of the 'A' post, cantrail, and 'D' post. Allow five minutes for the adhesive to 'flash' dry. Starting at the base of the 'D' post, carefully press the draught welt into position. At each bend, make a series of small cuts in the cloth backing strip to enable the draught welt to easily follow the contour of the door aperture . Centre stowage bin - To remove and fit (see fig. S 15-13) 1. Disconnect the battery . 2. To gain access to the stowage bin rear securing screws it wi 11 be necessary to remove the front seat cushions (see Section S 13). Remove the exposed screws (item 1 ). 3. Lift out the ash tray, then remove the exposed screws (item 2) securing the front of the stowage bin . 4. Carefully raise the stowage bin sufficiently to disconnect the various electrical leads. In view of the large number of connections, it is advisable to label each one as it is disconnected. 5. To fit the stowage bin reverse the removal procedure. Floor and transmission tunnel carpets - To remove and fit (see fig. S 15-14) 1. Release the Velcro strips and stud fasteners securing the floor carpets. Remove the carpets. 2. Remove the centre console/stowage bin. 3. Release the Velcro strips and stud fasteners, then remove the front transmission tunnel carpet. TSO 4700 S15-11 4. To renew the rear transmission t unnel carpet proceed as follows. Peel off the transmission tunnel carpet. Thoroughly clean the bonding surface of the transmission tunnel using a cloth moistened with Bostik Cleaner 6001. Allow to dry. Apply Apollo Adhesive AX 2344 to the bonding surfaces of the transmission tunnel soundproofing and carpet. All ow five minutes for the adhesive to 'fl ash ' dry, then bring both surfaces together using maximum hand pressure. Ensure that the carpet is positioned A Fig. S15-14 A T718 Carpets A1 7 19 Fig. $15-15 Soundproofing - bulkhead, transmission tunnel, and rear seat area 11 186 S15-12 accurately around the seat be lt stalks. 5. If the carpets or rugs require cleaning, refer to Chapter A for full cleaning instructions. Heelboard carpet trim - To renew (see fig. S15-14) 1. Remove the rear floor carpets. 2. Lift out the rear seat cushion . 3. Peel back the glued rear carpet securing flap from the soundproofing material. Remove the screws and carpet retainers, then fold back the soundproofing material to expose the rear floor area. 4. Disconnect the battery. Then, carefu Ily prise out the heelboard lamps, release the Lucar connectors and remove. 5. Peel back the soundproofing material from the rear seat pan. 6. Carefully peel off the glued heel board carpet trim. Using a suitable scraper, remove all traces of foam padding from the top section of the heel board. Then, thoroughly clean the heel board area using a cloth moistened with Bostik Cleaner 6001. Allow to dry. 7. Apply Apollo Adhesive AX 2344 to the top section of the heelboard and to the foam padding strip. Allow five minutes for the adhesive to 'flash' dry, then press the foam strip into position (see fig. S15-14, inset A) . 8. Lay the heel board carpet trim onto a suitable cloth covered bench. Apply Apo Ilo Adhesive AX 2344 to the bonding surfaces of the trim and to the heel board soundproofing and foam padding. Allow five m i nutes for the adhesive to 'flash' dry. Starting in the centre and working outwards, firmly press the carpeted area of the trim into position around the transmission tunnel. Stretch the leather trim over the seat base flange ensuring that no creases occur. 9. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001. Soundproofing - bulkhead, transmission tunnel, and rear seat area - To renew (see fig. S15-15) A rubberized hessian backed soundproofing material is adhered to the bulkhead, transmission tunnel, and rear seat areas of the car. 1. To renew any ofthe above soundproofing panels proceed as follows . Peel off the soundproofing panel. Thoroughly clean the bonding surface of the body using a cloth moistened with Bostik Cleaner 6001. Allow to dry. Apply Apollo Adhes ive AX 2344 to the bonding surface of the body and to t he hessian backing of the soundproofing panel. A llow five minutes for the adhesive to 'flash' dry. Align the panel, ensuring that any holes or cut- A l 720 Fig. S15-16 Soundproofing - roof, rear quarter, floor, and rear seat base On cars conforming to an Australian, Japanese, and North American specification, the dotted line indicates the approximate area covered by insulating material 11/86 Printed in England © Rolls-Royce Motor Cars Limited 1966 TSD 4700 S15-13 outs a re correctly located, then press firmly into position. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001. Soundproofing- roof, rear quarter, floor, and rear seat base - To renew (see fig . S 15-1 6) 1. The foam soundproofing panels fitted to the roof panel are self-adhesive and can be easily removed. Prior to fitting a new soundproofing panel, thoroughly clean the bonding surface of the roof using a cloth moistened with Bostik Cleaner 6001. Allow to dry. When fitting a panel, remove the backing paper and pas iti on as indicated in figure S 15-16. Press the soundproofing firmly into position eliminating any air bubbles. 2. The foam soundproofing fitted to each rear quarter is simply wedged behind the inner panel and can be easily renewed if necessary. 3. A PVC coated foam soundproofing material is fitted to the floor and rear seat base areas of the car. Additionally, with the exception of the driver's floor area, a foam underlay is fitted beneath the PVC coated soundproofing. On cars conforming to an Australian, Japanese, and North American specification, a non inflammable insulating material is fitted beneath the PVC coated soundproofing on the right-hand side of the car. The approximate area covered by this material is indicated in figure S15-16. To remove a PVC coated foam soundproofing panel, it may first be necessary to unscrew and remove the rear compartment air ducting and the appropriate carpet retainers. Where soundproofing or foam underlay panels are to be g Iu ed to the floor or seat base, the following procedure should be adopted. Apply Dunlop S1127 Adhesive to the bonding surfaces of the body and the sou ndp roofing. Al low five minutes for the adhesive to 'flash' dry. Align the panel ensuring that any holes or cut-outs are correctly located, then press firmly into position. 11 /86 S15-14 Section S16 Interior trim - luggage compartment Contents Introduction Pages Rolls-Royce Bentley Silver Spirit Silver Spur Eight Mulsanne/ Turbo R Mulsanne S S16-3 S16-3 S16-3 S16-3 S16-3 Safety procedures S16-3 S16-3 S16-3 S16-3 S16-3 Luggage compartment carpets and trim panels - To remove and fit S16-3 S16-3 S16-3 S16-3 S16-3 Tool stowage tray and rear panel fittings- To remove and fit S16-4 S16-4 S16-4 S16-4 S76-4 Soundproofing -To remove and fit S16-5 S16-5 S16-5 S16-5 S16-5 7/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSO 4700 S16-1 Section S16 Interior trim - luggage compartment Introduction Prior to commencing work, ensure that a su itably prepared area is available to store any items of tri m etc., that are removed. The trimmed luggage compartment side panels conceal various electrical components. For exam pie, the anti-lock braking system electronic control unit and the automatic radio aerial are housed beh ind the left-hand side panel. Also, on ca rs fitted with a cellular telephone, the transceiver unit is mounted on a hinged flap incorporated in the left-hand side panel. The right-hand side panel conceals the seat/ radio memory fuse, and the high mounted stop lamp fuse (if fitted) . The earth connect ion from the battery is also at the rear of th is panel. Incorporated into the right-hand side panel are two containers of hydraulic system mineral oil. Access to the containers can be made by releasing the spring loaded fastener securing the top of the hinged flap. Safety procedures The cleaner and adhesive referred to in this sect ion are classified as highly flammable . For guidance on thei r use reference must be made to Sect ion S3. Luggage compartment carpets and trim panels - To remove and fit (see fig. S 16-1) 1. Release the stud fasteners and remove the luggage compartment floor carpet. 2. To remove the luggage compartment front trim panel p roceed as follows . Remove the battery m ast er switch knob (it em 1) by releasing the cent re screw, ring nut, and instruction plate. Remove the screws and cup washers ( item 2) situated along the top and bottom of t he panel. Release the two p ress fasteners (item 31. Withdraw the trim panel. A1726 Fig. S16-1 Carpets and trim panels 11 /86 Printed in England © Rolls-Royce Motor Cars Limited 1986 TSO 4700 S16-3 A172 7 Fig. S 16-2 Tool stowage tray and rear panel fittings 3. To remove the left-hand side trim panel proceed as follows. Pu II and release the spring loaded fastener (item4). Remove the r ing (item 5) from the fuel filler door manual release cable. On cars fitted with a cellular telephone, release the spring loaded fastener and lower the flap containing the telephone transceiver. Release the screws and cup washers (item 6) then remove the side panel. 4. To remove the right-hand side trim panel proceed as follows. Release the spring loaded fastener (item 7), lower the hinged flap and remove the two containers of mineral oil. Remove the two screws (item 8). Pull and release the spring loaded fastener (item9). Release the screw and cup was her (item 1D), then remove the side panel complete with the mineral oil stowage compartment. 5. To renew a wheel-arch carpet proceed as follows . Peel off the carpet, taking care not to disturb the soundproofing material. Thoroughly clean the bonding surface of the wheel-arch soundproofing using a cloth moistened with Bostik Cleaner 6001. Allow t o dry. Apply Apo ll o Adhesive AX 2344 to the bonding surface of the wheel-arch and the carpet. Allow five minutes for the adhesive to 'flash' dry. Ensure that the carpet is correctly aligned then press firmly into position. 6. To fit the carpets and trim panels reverse the remova l procedure. Tool stowage tray and rear panel fittings - To remove and fit (see fig. S 16-2) 1. To remove the tool stowage tray proceed as follows. Remove the front trim panel. Remove the tools and accessories from the stowage tray. Release the eight self-tapping screws (item 1 ). Carefully remove the tray. 2. To remove the rear panel plastic cover proceed as follows. Using a pencil, mark the position of the lock catch (item 2). Release the setscrews and washers then remove the catch. Carefully prise out the four plast ic fasteners (it em 3) situated along the lower edge of the cover. 11 /86 S16-4 )' ~, -- I - 1 \ I ·---- -=--·--==-==-==========================-================:=::: :-----.:. --- -----------------= ·~-------------~ Al / 28 Fig. S16-3 Soundproofing Unscrew and remove the stainless steel finish ing strip (item 4). Remove the plastic cover. 3. To fit the rear panel cover and tool stowage tray reverse the procedure given for removal noting the following. Prior to tightening the setscrews securing the lock catch (item 2) align the marks made during removal. correctly located, then press firmly into position. 2. If the fuel tank has been removed, check the cond ition ofthe self-adhesive soundproofing panel (item 1), Compriband pads (item 2), and squab panel foam moulding (item 3). Renew if necessary. Ensure that any blanking grommets removed during this operation are refitted on assembly. Soundproofing - To remove and fit (see fig . S 16-3) 1. To remove the soundproofing panels fitted to each wheel-arch or to the luggage compartment floor area proceed as fo II ows. Peel off the appropriate soundproofing panel. Note that a number of strips of soundproofing material are glued into the channels formed in the floor panel beneath the main floor soundproofing panel. Thoroughly clean the bonding surface of the body using a cloth moistened with Bostik Cleaner 6001. Al low to dry. Apply Apollo Adhesive AX 2344 to the bondi ng surface of the body and the soundproofing. Allow five minutes for the adhesive to 'flash' dry. Align the panel, ensuring that any holes or cut-outs are 11/85 Printed in England © Rolls-Royce Motor Cars Limited 1986 TSD 4700 S16-5 Section S17 fu5;l ~ Passive restraint - seat belts Contents Pages Rolls-Royce Silver Silver Spirit Spur Bentley Mulsenne/ Turbo R Eight Mulsanne S Introduction S17-3 S17-3 S17-3 S17-3 Emergency seat belt tongues - Fitting and removal procedure S17-3 S17-3 S17-3 S17-3 'BC' post and cantrail trim panels - To remove and fit S17-4 S17-4 S17-4 S17-4 Seat belt transporter track - To remove and fit S17-5 S17-5 S17-5 S17-5 'BC' post anchorage point and drive motor assembly-To remove and fit S17-6 S17-6 S17-6 S17-6 Seat belt reel mechanisms -To remove and fit S17-6 S17-6 S17-6 S17-6 Passive seat belt system - Operational check procedure S17-6 S17-6 S17-6 S17-6 5/88 Printed in England © Aolls-Aoyce Motor Cars limited 1988 TSO 4700 S17-1 Section S17 Passive restraint- seat belts Introduction Passive restraint seat belts are provided for the driver and front seat passenger. Each seat position comprises a diagonal inertia reel belt which travels from its unfastened position on the 'A' post, along a transporter track, to an anchorage point o n the 'BC' post. The travel mechanism for the belt is cable driven via an electric motor. The motor being mounted in the sill panel. A manually operated inertia reel lap belt completes the system. Each seat base incorporates two i ne rti a reel mechanisms. The mechanism for the lap belt is secured to the outboard side of the seat base. The mechanism for the diagonal belt, together with the stalk for the lap belt, is secured to the inboard side of the seat base. The operation of each diagonal seat belt is independently controlled via an electronic control unit. Each unit is mounted to the underside of a trim panel. The panels being located between the front seats and the centre stowage bi n. A check procedure for the system is detailed under the heading Passive restraint system -Operational check procedure. To reduce the possibility of injury in the event of an accident or if the car is stopped suddenly, it is important that the driver and front seat passenger are restrained by both their diagonal belt and manually operated lap belt. If the travel of a diagonal belt is interrupted the belt will stall and the appropriate seat belt warning panel wi II illuminate constantly. To reset the system carry out the following procedure. Ensure that the car is stationary. Then, move the gear range selector lever to the park position and apply the parking brake. Turn the ignition key to the LOCK position; then back to the RUN position. The belt should then resume its normal operation. If after several attempts to reset the system the belt fails to operate then a fault must be suspected. ln the event of a failure, two emergency seat belt tongues are supplied. These provide a temporary conventional active restraint system (see Emergency seat belt tongues- Fitting and removal procedure). If a seat belt requires clean i ng, wipe the webbing using warm soapy water and a sponge. Do not use bleaches or dyes, as they may impair the efficiency and safety of the seat belts. For information on the removal and fitting procedure of the rear seat belts reference should be made to Section 514. Warning In the event of a vehicle being involved in an accident of sufficient severity to cause damage to the front longerons, a II the seat belts worn by occupants at the time of the impact must be replaced. 9/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 B A Fig. S 17-1 A2084 Emergency seat belt tongues If an impact results in local damage to any of the seat be lt anchorage points, then that particular seat belt must be replaced irrespective of whether the belt was worn or not at the ti me of the impact. In the event of a rear impact, the severity of the damage must be judged and if i n any doubt the occupied seat belts must be replaced. Em erg ency seat belt tongues - Fitting and removal procedure (see fig. S 17-1 ) Two emergency seat belt t ongues a re located on the inside of the fuse compartment door. The tongue for the driver's seat belt is marked 'LH top' ; the passenger's is marked 'RH t op'. In the unlikely event of a failure the appropriate tongue should be inserted into the anchorage point and the diagonal seat belt attached. This will provide a temporary conventional active restraint system . 1. To fit an emergency seat belt tongue proceed as follows. Unclip the appropriate tongue from t he fuse compartment door. Position the tongue as shown in inset A and insert it through the brush seal. Then, slide the tongue downwards into the anchorage point until it 'cl icks' into position. When correctly fitted the tongue wil I be locked into the anchorage point. Remove the plastic protective cover from the emergency tongue. 2. Release the diagonal belt from its travel mechanism by pressing the red button in the retaining clasp. Fasten the belt retaining clasp onto the emergency tongue ensuring that the belt webbing is not twisted. TSD 4 7 00 S17-3 ~ttach the plastic protective cover to the exposed inal seat belt tongue. Care must always be taken , entering or leaving the car to avoid contact with mgue. ·o remove an emergency seat belt tongue ed as follows. elease the diagonal belt from the emergency e. sing a small screwdriver, or a similar tool, move curing lever in the direction of the arrow (see 3). Then, lift the tongue clear of the anchorage 3nd remove. 'BC' post and cantrail trim panels- To remove and fit (see fig. S17-2) 1. To remove the 'BC' post trim proceed as follows. Ensure that the diagonal seat belt is in its unfastened position. Turn the ignition key to either the ACC or RUN position. Using the seat adjustment controls, move the seat forward to the full extent of its travel. Disconnect the battery. Unclip the top of the 'BC' post upper trim panel (item 1) from the cantrail. Manoeuvre the panel to release its lower retaining bracket. Trim panels, transporter track, and drive motor assembly 9188 Unclip the rear compartment floor carpet. Then, remove the exposed setscrews, screws, and carpet retainers (item 2). loosen the stainless stee l sill finishers adjacent to the 'BC' post. Slide the 'BC' post trim panel upwards to disengage the panel from the retaining brackets. 2. Carefully remove the cantrail/'A' post trim panel by progressively releasing the five retaining clips {item 3). taking care not to distort the panel. 3. To fit the trim panels reverse the procedure given for removal. Seat belt transporter track- To remove and fit (see fig. S17-2) 1. Remove the 'BC' post and cantrail trim (see 'BC' J\ [Ill;~ ! AZ409 Fig. S17-3 Seat belt reel mechanisms and fittings 2/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSO 4700 S17-5 post and cantrai1 trim panels - To remove and fit). 2 . Ensure that the diagonal seat belt is in the fastened position . Then, disconnect the battery. 3 . Unclip the diagonal belt and allow it to return into the reel mechanism. 4 . Unscrew and remove the drive cable retaining bracket (item 4). 5 . Support the 'BC' post anchorage point. Then, using a 'Torx' head socket driver remove the securing screws (item 5) . Lower the anchorage point clear of the transporter track, taking care not to distort the drive cable. 6. Release the self-tapping screws !item 6) then remove the transporter track and cantrail spacers. 7. To fit the transporter track reverse the procedure given for removal. 'BC' post anchorage point and drive motor assembly - To remove and fit (see fig . S 17 -2) 1. Remove the 'BC' post and cantrail trim (see 'BC' post and cantrail trim panels - To remove and fit). 2. Ensure that the diagonal seat belt is in the fastened pos ition. Then, disconnect the battery. 3. Unclip the diagonal belt and allow it to return into the reel mechanism. 4. To gain access to the drive motor loom plug and socket proceed as follows. Remove the front seat cushion and valance assembly (see Seat belt reel mechanisms - To remove and fit. Operation 2). Unscrew the rear of the air ducting, then lift the soundproofing material to expose the drive motor loom. Disconnect the plug and socket (see fig . S 1 7-3, item 1 ). Then, manoeuvre the drive motor loom clear of the seat base area. 5. Unscrew and remove the 'BC' post drive cable retaining bracket (item 4). 6 . Support the 'BC' post anchorage point. Then, using a 'Torx' head socket driver remove the securing screws (item 5) . lower the anchorage point clear of the transporter track, taking care not to distort the drive cable. 7. Remove the drive motor securing setscrews (item 7) . W ithdraw the drive motor assembly from the sill aperture. Do not lift the motor by means of the drive cable. 8 . If it is necessary to remove the anchorage point mounting bracket mark the position of the bracket in relation to the 'BC' post. Release the anchorage bolt (item 8) and remove the bracket. To fit the bracket align the marks made during removal and torque tighten the anchorage bolt (item 8) to between 34 Nm and 41 Nm (3.4 kgf m and 4, 1 kgf m; 25 lbf ft and 30 lbf ft). 9. To fit the 'BC' post anchorage point and drive motor assembly reverse the removal p raced ure noting the following. Prior to securing the drive motor assembly ensure that the -waterproof cover is trapped between the mounting bracket for the motor and the sill panel. Torque tighten the seat belt anchorage 'Torx' screws (item 5) to between 27 Nm and 30 Nm (2,8 kgf m and 3,0 kgf m; 20 lbf ft and 22 lbf ft). Seat belt reel mechanisms - To remove and fit (see fig. S 1 7-3) 1. Unclip the diagonal belt and allow it to return into the reel mechanism . 2. To gain access to the reel mechanisms it will be necessary to remove the seat cushion and valance assembly as follows. Disconnect the battery. Remove the two screws and cup washers (item 2) securing the squab back panel. Litt the panel slightly to disengage the upper retaining brackets. Remove the two exposed screws and cup washers (item 3) securing the cushion valance to the seat base. Unhook the cushion securing strap (item 4) from underneath the rear of the seat. Lift the front of the cushion to disengage the retaining pegs and unhook the front of the securing strap. Manoeuvre the cushion and valance assembly clear. 3. locate the electrical lead at the base of the lap belt stalk. Trace the plug and socket (item 5), disconnect and then release the electrical lead. 4 . To gain access to an inboard reel mechanism anchorage bolt it will be necessary to remove the front seat assembly. Refer to Section S13, Front and rear seats. 5 . Release the anchorage bolt (item 6) and remove the seat belt reel mechanism, noting the quantity of spacers (item 7) situated between the reel mounting bracket and the seat base. 6 . To fit the reel mechanism reverse the removal procedure noting the following . Ensure that the locating tab on the reel mounting bracket passes th rough the slot in the reel backplate. Check that the spacerls) (item 7 J are in position between the reel mounting bracket and the seat base. Torque tighten the anchorage bolts (item 6) to between 34 Nm and 41 Nm (3,4 kgf m and 4, 1 kgt m; 25 lbf tt and 30 lbf tt). 7. To check that a reel mechanism is operating correctly proceed as follows. Fasten the lap belt and ensure that the diagonal belt is fitted correctly. Select an open stretch of road . Then, when the road is free from any potential danger, accelerate the car to 24 km/h ( 15 mile/h) and brake sharply. Ensure that both the diagonal and lap belts lock and subsequently release. An additional check should be made by sharply pulling the webbing of both belts. Ensure that each belt locks. then retracts when the tension is released. Passive seat belt system - Operational check procedure Prior to carrying out the following check procedure, apply the parking brake and remove the engine starter relay situated in the engine compartment. If during this check procedure a fault is detected 2/ 88 S17-6 ~ ~ reference must first be made to TSO 4701, Workshop Manual - Electrical. immediately travels to its unfastened position {irrespective of the gear range selector position). The driver's diagonal belt should travel to its unfastened position immediately the gear range selector lever is moved to the park position. 1 . Close both front doors. Fasten both lap belts (diagonal belts in the unfastened position). Place the gear range selector lever in the park position. Operation a. Turn the ignition key to the RUN or START position. b. Release the driver's lap belt. c. Release the driver's diagonal belt from its travel mechanism by pressing the red button in the retaining clasp. Check Ensure that the passenger's diagonal belt immediately travels to its anchorage point. The driver's diagonal belt should travel to its anchorage point immediately a gear range position other than park is selected. Both the driver's and passenger's seat belt warning panels should flash for approximately six seconds. Note If a warning panel continues to flash and is accompanied (for six seconds) by a warning chime, reference must be made to the heading Diagonal belt proximity switch. A chime should sound for approximately six seconds and the driver's seat belt warning panel should flash for the same duration. Fasten the lap belt. Repeat this check on the passenger's lap belt. The chime should sound for approximately six seconds and the driver's seat belt warning panel should flash for approximately sixty seconds. Fasten the diagonal belt. Repeat this check on the passenger's diagonal belt. 2. Close both front doors. Fasten both lap belts (diagonal belts in the fastened position). Place the gear range selector lever in a position other than park. Turn the ignition key to the LOCK position. Operation a. Open both front doors. Check Ensure that the passenger's diagonal belt 2/88 Printed in England © Rolls-Royce Motor Cars Limited 1 988 3. Close both front doors. Fasten both lap belts (diagonal belts in the fastened position) . Place the gear range selector lever in the park position_ Turn the ignition key to the RUN or START position. Operation a. Release the driver's diagonal belt from the travel mechanism tongue by pressing the red button in the retaining clasp . Open the driver's door. As the mechanism travels towards the unfastened position pull on the tongue to prevent movement, causing the mechan ism to stall. Check Ensure that the driver's seat belt warning panel illuminates constantly. Release the travel mechanism tongue and close the door. To reset the system proceed as follows. Turn the ignition key to the LOCK position; then back to the RUN or START position . The travel mechanism should then resume its normal operation and both warning panels should flash for approximately six seconds, then extinguish. Repeat this check on the passenger's travel mechanism. 4. Close both front doors. Fasten both lap belts (diagonal belts in the fastened position). The following check procedure must be carried out as the car is being driven. This procedure is only applicable to the passenger's diagonal belt, therefore an assistant will be required to occupy the passenger's seat. Operation a_ Select a safe area to carry out the test. Drive the car forwards at approximately walking speed . Taking care to avoid any obstruction, partly open the passenger's door. Check Ensure that the passenger's diagonal belt remains in the fastened position whilst the car is in motion. b. Stop the car with the passenger's door held in the open position. Approximately three seconds after the car becomes stationary the diagonal belt should travel to its unfastened position. TSO 4700 S17-7 Diagonal belt proximity switch (see fig. S 17-4) A pro)(imity switch is incorporated into the casing of the motor limit switch situated adjacent t o each 'BC' post anchorage po int. On Bentley Eight cars from vehicle identification number *SCBZE02B7JCX22382* and Bentley Mulsanne S cars from *SCBZS02B5JCX22406* an alteration to the position of the pro)(im1ty switch has been introduced by the fitting of an additional 2 mm 10.080 in) thick spacer and a mod ified 6 mm (0.240 in) backing spacer (see inset A) . This alteration can also be incorporated on cars prior to the above vehicle identification numbers. However, the proximity switch must f irst be tested to ensure that no electrical fault is present. To test the switch proceed as follows. 1. Repeat Ope ration 1a, as described under the heading Operational check procedu re. 2. When the di agonal belt ha s completed it s travel to t he anchorage point, immediately release the belt clasp and hold the magnet closer to t he switch assembly. If the chime and warning panel cancel, and resume operation only when the magnet is moved away, this ind icates that the proximity switch is operating correctly and the alteration can ba incorporated as described in Operations 3 to 10 inclusive. Note If the chime and warning pane l do not cancel when the magnet is held close to the switch then an electrical fault must be suspected and reference should be made to TSD 4 701 Electrical Manual . 3. The part numbers of the items required to A Fig . S17-4 incorporate the alteration are as follows. CD 6541 - 2 mm (0.080 in) spacer, right and left-hand switch. CD 6540 - 6 mm (0.240 in) backing spacer, right-hand swit ch. CD 6539 - 6 mm (0.240 in) backing spacer, left-hand switch. 4. Disconnect t he battery. 5 . Unclip t he t op of the 'BC' post upper trim panel from the cantrail (see fig. S 1 7-2). Manoeuvre the panel to release it s lower retain ing b racket. 6 . Remove t he screw securing the switch assembly t o the anchorage point. 7. Remove and discard th e existing 6 mm (0 .240 in) backing spacer. 8. Position the modified 6 mm (0 .240 in) backing spacer together with the add iti onal 2 mm (0.08 0 in) spacer as shown in inset A. 9. Secure the switch assembly t o t he anchorage point and fit the 'BC' post trim panel. 10. Connect the battery and check the operation of t he switch. A2375 Proximity switch 2/ 8 8 S17-8 Section S18 Special torque tightening figures Introduction This section contains the special torque tightening figures applicable to Sections S4 to S17 inclusive. For standard torque tightening figures refer to ChapterP. Section S4/S5 Nm kgfm lbfft Front door hinges -Allen headed setscrews 23-34 2,3-3,4 17-25 2 Front door hinges hexagonal headed setscrews 23-34 2,3-3,4 17-25 3 Rear door hinges hexagonal headed setscrews 23-34 2,3-3,4 17-25 4 Striker pin lock-nut 'B' and 'D' posts 27-33 2,8-3,3 20-24 5 Front and rear door frame -waist securing setscrews 11-13 1,1 -1,4 8-10 6 Front door frame - ring bolt 22-24 2,2-2,5 16-18 7 Front door frame countersunk socket screws 6-8 0,6-0,8 4·5-6 Ref. Component ~ - -\ Components used during manufacture of t he vehicle have different thread formations (Metric, U NF, UNG, etc.). Therefore, when fitting nuts, bolts, and setscrews it is important to ensure that the correct type and size of thread formation is used. I ·~~ \j ~ e6 -e J I;I (r- A1 657 A1 659 2/89 Printed in England © Rolls·Royce Motor Cars Limited 1989 TSO 4700 S18-1 @:""il'·l I \;: ~ Section S4/S5 Ref. Component Nm kgfm .lbfft 8 Front door frames'B' post - setscrews 6-8 0,6-0,8 4·5-6 9 Rear door frames 'C' post - setscrews 11-13 1,1-1.4 8-10 10 Front door frame lower securi ng setscrew 11-13 1,1-1.4 8-10 11 Front and rear door frame lower rear securing setscrew 11 • 13 1,1-1,4 8-10 12 11-13 Rear door frame lower front securing setscrew 1,1-1,4 8-10 ~------· r, ~-:' & '{ ,...::;,.~ \ •I 0 ', A166 2 A1664 l~ \\ Ji.\ /'] / or ~ _,, A161l 5 A 1666 9/86 S18-2 _,/ Section S4/S5 Ref. Component Nm kgf m lbfft 13 Front and rear door latch countersunk setscrews 4, 1-6, l 0,4-0,6 3-4·5 14 Front seat mounting socket screws 48-54 4 ,9-5,5 36-40 Front seat rake pivot 35 3,5 26 34-41 3,4-4, 1 25-30 111667 Section S13 15 bolt- nut Section S14 16 12/ 08 Printed in England 6 Rolls-Royce Motor Cars Limited 1 988 Front seat belt to sill cover plate-bolt TSO 4700 S18-3 i '-~ Section S14 Ref. Component Nm kgfm lbfft 17 Front seat belt to 'BC' post-bolt 34-41 3,4-4, 1 25-30 18 Front seat belt reel mounting bracket- bolt 34-41 3,4-4, 1 25-30 19 Front seat belt reel to sill-bolts 22-24 2,2-2,5 16-18 20 Front seat belt sta Ik to tunnel - bolt 34-41 3,4-4,1 25-30 21 Rear seat belt to squab panel - bolt 34-41 3,4-4, 1 25-30 22 Rear seat be It sta I k to squab pane l - bolt 34-41 3,4-4, 1 25-30 23 Rear seat belt stalk to mounting bracket- nut 34-41 3,4-4,1 25-30 A1670 A1672 A1673 A16 74 5/ 88 S18-4 Ref. Component Section 514 Nm kgfm lbfft 24 Rear seat belt reel to parcel shelf- bolt 34-41 3,4-4, 1 25-30 25 Passive restraint anchorage point mounting bracket -bolt 34-41 3,4-4,1 25-30 26 Passive restraint anchorage point -'Torx' screws 27-30 2,8-3,0 20-22 27 Passive restraint inboard seat belt reel mechanism -bolt 34-41 3,4-4, 1 25-30 28 Passive restraint outboard seat belt reel mechanism -bolt 34-41 3,4-4,1 25-30 A1675 Section S17 A2141 .~ / I iff1 \\ \ 1~ ., -- ~ JI ~ ~ !~~~ lf(f - /~ 1' -- ~ ~~~ J) ·"'-.j ........ - ,,2 142 ~~ ¥""' A2143 5/88 Printed in England ~ Rolls-Royce Motor Cars Limited 1988 TSD 4700 S18-5 Section S19 Workshop tools Th is section contains the workshop too Is a ppl ica b le to Sections S4 to S17 inclusive. RH 9623 Windscreen wiper arm extractor tool RH 9637 Windscreen removal knife AH 9778 Door latch striker pin holding tool RH 9779 Door latch striker pin setting piece 2/89 Printed in England @ Rolls-Royc,e Motor Cars Limited 1989 TSO 4700 S19-1 Section 520 Doors Contents Pages Rolls-Royce Corniche/ Corniche II Bentley Continental Introduction S20-3 S20-3 Safety procedures S20-3 S20-3 Door trim - To remove and fit S20-3 S20-3 Waist rail finisher- To remove and fit S20-3 S20-3 Waist rail finisher seals-To renew S20-3 S20-3 Door- To remove and fit S20-3 S20-3 Door hinges-To remove and fit S20-3 S20-3 Door adjustment S20-5 S20-5 Window Iift mechanism - To remove and fit S20-5 S20-5 Door glass unit- To remove and fit S20-5 S20-5 Door glass-To remove and fit S20-7 S20-7 Front quarter frame assembly - To remove and fit S20-7 S20-7 Front quarter frame glass- To remove and fit S20-7 S20-7 Fence moulding - To remove and fit S20-7 S20-7 Door mirror-To remove and fit S20-7 S20-7 Door latch - To remove and fit S20-9 S20-9 Interior door handles- To remove and fit S20-9 S20-9 Interior door handles- To set S20-9 S20-9 Exteriordoorhandle-To remove and fit S20-9 S20-9 Exterior door hand le push button -To set S20-11 S20-11 Solenoid assembly-To remove and dismantle S20-11 S20-11 Solenoid assembly-To assemble and fit S20-11 S20-11 Solenoid assembly-To adjust S20-11 S20-11 Private lock- To remove and fit S20-11 S20-11 Private lock control rod- To adjust S20-12 S20-12 Checking the centra Iized door locking system S20-12 S20-12 7/87 Printed in England © Rolls-Royce Motor Cars Limited 1967 TSO 4700 S20-1 Section S20 Doors Introduction Prior to commencing work, ensure that a suitably prepared area is available to store any items of trim, etc., that are removed. On completion of any work carried out on the inside of the door and prior to the fitting of the door trim, ensure that any loose debris, etc., is removed from the bottom of the door. If special torque tightening figures are not specified, setscrews, bolts, etc., should be tightened to the stand a rd figures quoted in Chapter P. Safety procedures The adhesive and cleaner referred to in this section a re classified as highly flammable. For guidance on their use reference must be made to Section S3. Door trim - To remove and fit (see fig. S20-1) 1. Raise the arm rest release catch (item 1 ), then lift the arm rest clear of its adjustment slide. 2. Unscrew and remove the arm rest adjustment slide. 3. Using a suitable tool, carefully ease the escutcheon covers (item 2) from both door release handles, centra Ii zed door Iocki ng switch, and wind ow lift switch(es). Then, unscrew and remove the escutcheons. 4. Remove the self-tapping screws (item 3) situated along the carpeted area of the door trim. 5. Carefully manoeuvre the trim panel forward to release the two rear retaining brackets (item 4) and remove. 6. To remove the two smaller door trim panels release the exposed countersunk screws (item 5). 7. If it is necessary to remove the stowage compartment/cocktail box assembly proceed as follows. Disconnect the battery. Unclip and lower the lamp (item 6). Release the Lucar connectors and remove the lamp. Release the self-tapping screws (item 7). Then, withdraw the stowage com pa rtm e nt/cockta i I box assembly. 8. To fit the door trim reverse Operations 1 to 7 inclusive. Waist rail finisher- To remove andfit(see fig. S20-1) 1. Remove the door trim panel. 2. Loosen the exposed waist rail securing screws (item 8). 3. Remove the two screws {item 9) from the top of the waist rail. Then, lift the waist rail finisher assembly clear of the door. 4. To fit the waist rail finisher reverse the removal procedure. 3/87 Printed in England © Rolls-Royce Motor Cars Limited 1 967 Waist rail finisher seals - To renew (see fig. S20-1) 1. Remove the waist rail finisher. 2. The length of rubber seal (item 10) situated towards the front of the finisher is si mp lywedg ed into a retaining channel and can easily be renewed as necessary. 3. To renew the felt strip (item 11) glued along the remaining length of the finisher proceed as follows. Using a suitable tool, remove and discard the felt strip taking care not to damage the polished surface of the waist rail finisher. Thoroughly clean the bonding surface of the finisher using a cloth moistened with Bostik Cleaner 6001. Apply an even coat of Apo 11 o Adhesive AX2344 to the bonding surfaces oft he finisher and the felt strip. Allow five minutes for the adhesive to 'flash' dry. Then, bring the bonding surfaces together using maximum hand pressure. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001. Door - To remove and fit (see fig. S20-1) 1. Disconnect the battery. 2. Remove the door trim panel. 3. Peel back the waterproof cover to expose the door to hinge securing setscrews. 4. Unscrew and remove the carpeted scuttle panel. Th en, disconnect the door loom plugs and sockets (see inset A). 5. With the help of an assistant, support the door then remove the setscrews and washers (item 12). Note the position and quantity of any spacing shims situated between the door hinges and the door. 6. Carefully remove the door, releasing the loom through the aperture in the 'A' post panel. 7. To fit the door reverse the removal procedure noting the following. To ensure that the clearances between the door and the body are correct, reference should be made to Door adjustment. Door hinges - To remove and fit (see fig. S20-1) 1. Remove the door. 2. To facilitate assembly, mark the position of each door hinge in relation to the 'A' post panel. 3. Remove the setscrews and washers (item 13) securing the hinges to the 'A' post panel. An Allen key and extension bar will be required to remove the setscrews and washers situated inside the 'A' post apertures. 4. Remove the door hinges and stops. 5. To fit the door hinges reverse the removal procedure noting the following. Ensure that the hinge stops are in position. TSO 4 700 S20-3 ~ ~ Fig. S20-1 Door trim and door to body mounting arrangement 3/87 S20-4 Torque tighten the hinge follows. Nm Hexagonal headed - 23-34 Allen headed 23-34 securing setscrews as kgfm 2,3-3.4 2,3-3.4 lbfft 17-25 17-25 Door adjustment (see fig. S20-1) 1. Disconnect the battery. 2. Remove the door trim panel. 3. Peel back the waterproof cover to expose the door to hinge securing setscrews (item 12). 4. Loosen the setscrews sufficiently to allow the door to be moved on its hinges. 5. Release the striker pin lock-nut (see inset B, item 14). Then, unscrew and remove the striker pin and washer. 6. Adjust the position of the door with in the aperture u nti I the clearances are as follows. Door/front wing panel - 4 mm (0.157 in) Door/sill panel - 4 mm (0. 157 in) Door/rear wing panel - 3 mm (0.118 in) 7. When the door is correctly positioned, torque tighten the door to hinge setscrews. 8. Fit the striker pin and washer, then attach the setting piece RH 9779 (item 15). The setting piece ensures that a suitable cleara nee exists between the end of the striker pin and the latch mechanism. 9. Position the striker pin in the lower outboard corner ofthe adjustment slot (see inset 8). Then, finger tighten the lock-nut. 10. Slowly close the door until the latch is almost touching the striker pin. Screw the pin inwards or outwards until the setting piece (item 15) makes contact with the back oft he Iatch mechanism (see inset 8). 11. Open the door and remove the striker pin setting piece. 12. Ensure that the door latch claw mechanism is in the unlocked position. Then, keeping the exterior handle push button fully depressed, move the door into the closed position i.e. until the door panel is flush with the rear wing panel. This operation will set the striker pin in the correct position in relation to the latch mechanism. 13. Open the door. Using the special tool RH 9778 hold the striker pin in position and torque tighten the lock-nut to between 27 Nm and 33 Nm (2,8 kgf ma nd 3,3 kgf m; 20 lbf ft and 24 lbf ft). 14. Prior to closing the door check that the head of the striker pin does not foul the back of the latch or the claw mechanism. 15. Close the door, noting the following. If the door rises or falls on the striker pin, loosen the lock-nut and adjust the vertica I position of the pin. If the door does not lie flush with the rear wing panel, loosen the lock-nut and adjust the inboard/ outboard position of the pin. On completion, torque tighten the striker pin lock-nut to between 27 Nm and 33 Nm (2,8 kgf m and 3,3 kgf m; 20 lbf ft and 24 lbf ft). 3/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 Window lift mechanism - To remove and fit (see fig. S20-2) 1. Remove the door trim (see Door trim-To remove and fit). 2. Remove the waist rail finisher (see Waist rail finisher - To remove and fit). 3. Remove the five countersunk setscrews from the rearward i nte ri or door re Iease hand le mounting pl ate (see fig. S20-3, item 1 ). Lower the mounting plate assembly to disconnect the release handle from the control rod and remove. 4. Peel back and remove the waterproof cover from the inner door panel. 5. Lower the door glass unit until the window Iift to door glass mounting bracket (item 1) is visible th rough the large aperture in the inner door panel. 6. Disconnect the battery. 7. Disconnect the window lift motor plug and socket (item 2). 8. Carefully unhook the tensioning spring (item 3) from the lower door glass guidance slide and allow it to slowly retract. Extreme ca re must be taken to avoid contact with the very sharp edges of the spring du ring this operation. 9. Unscrew and remove both door glass guidance slides (item 4). 10. To facilitate assembly, mark the position of the door glass stop (item 5) in relation to the door glass unit. Then, unscrew and remove the stop. 11. Remove the two nuts and washers (item 6) securing the glass unit to the window lift mechanism. Support the glass unit, then withdraw the two setscrews and spacers. Ca refu 11 y Iift the g Iass unit out of the door. 12. Remove the two setscrews, plain washers, and rubber washers (item 7) securing the top of the window lift mechanism to the inner door panel. 13. Remove the two rubber grommets from the underside of the door. Release the exposed bolts, nuts, and was he rs (item 8), then manoeuvre the window Iift mechanism through the large aperture in the inner door panel. 14. To fit the window lift mechanism, reverse the removal procedure noting the following. Prior to securing the base of the window lift mechanism to the door, apply a small amount of Retinax 'A' grease, or its equivalent, to the bolts, nuts, and washers (item 81. Apply a sma 11 amount of Keenom ax C3 grease, or its equivalent, to the door glass guidance slide channel. Door glass unit - To remove and fit (see fig. S20-2) 1. Remove the doortri m (see Door trim- To remove and fit). 2. Remove the waist rail finisher {see Waist rail finisher - To remove and fit). 3. Unscrew and remove the stainless steel cover plate from the rear face of the door. 4. Remove the five cou nte rsu nk setscrews from the rearward interior door release hand le mounting plate (see fig. S20-3, item 1). Lower the mounting plate TSD 4700 S20-5 ~ ~ Al 8 95 3187 assembly to disconnect the release handle from the control rod and remove. 5. Pee I back and remove the waterproof cover from the inner door panel. 6. Lower the door glass unit unti I the window lift to door glass mounting bracket (item 11 is visible through the large aperture in the inner door panel. 7. Disconnect the battery. 8. Carefully unhook the tensioning spring (item 3) from the lower door glass guidance slide and allow it to slowly retract. Extreme ca re must be taken to avoid contact with the very sharp edges ofthe spring du ring this operation. 9. Unscrew and remove both door glass guidance slides (item 4). 10. To facilitate assembly, mark the position of the door glass stop (item 5) in relation to the door glass unit. Then, unscrew and remove the stop. 11. Remove the two nuts and washers ( item 6) securing the glass unit to the window lift mechanism. Support the glass unit, then withdraw the two setscrews and spacers. Carefully lift the glass unit out of the door. 12. To fit the door glass unit reverse the procedure given for removal. 8. To fit the quarter frame assembly reverse the procedure given for removal. Front quarter frame glass - To remove and fit (see fig. S20-2) 1. Remove the front quarter frame assembly (see Front quarter frame assembly-To remove and fit). 2. Release the three setscrews and washers (item 14 I then remove the stainless steel trim plate. 3. Drill out the two exposed pop rivets (item 15). Then, remove the angle bracket from underneath the quarter glass. 4. Remove the seal from the lower edge of the glass. Then, carefu Ily slide the glass out of the frame. 5. Inspect the quarter glass seals and renew if necessary. 6. To fit the quarter glass reverse the removal procedure noting the following. If the original glass is to be fitted ensure that al I traces of sealing compound are removed using a cloth moistened with Bosti k CI ea ne r 6001 . Prior to fitting the glass, apply a continuous bead of Seelastik into the quarter glass seals. Using two 3 mm (0.125 in) diameter pop rivets secure the angle bracket underneath the quarter glass through the existing holes in the quarter frame. Door glass - To remove and fit (see fig. S20-2) 1. Remove the door glass unit. 2. Remove the setscrews (item 9). Then, withdraw the glass support mounting bracket (item 10). 3. Carefully slide the door glass out of the frame. 4. Inspect the glass sealing rubbers and renew if necessary. 5. To fit the glass reverse the removal procedure noting the following. If the original glass is to be fitted ensure that all traces of sealing compound are removed using a cloth moistened with Bostik Cleaner 6001. Prior to fitting the glass, apply a continuous bead of Seelastik into the frame channels and glass support mounting bracket. If new glass sealing rubbers have been fitted any excess rubber should be trim med flush with the frame channels using a sharp knife. Fence moulding - To remove and fit (see fig. S20-2) 1. Remove the door trim (see Door trim-To remove and fit). 2. Remove the waist rail finisher (see Waist rail finisher - To remove and fit). 3. Remove the door glass unit (see Door glass unit - To remove and fit). 4. Remove the front quarter frame assembly (see Front quarter frame assembly - To remove and fit). 5. Peel back the felt strip to expose the fence mo u Id i ng to door s ecu ring screws (item 16). Re lease the self-tapping screws and carefully remove the fence moulding taking care not to damage the paintwork. 6. Inspect the felt strip and the fence moulding seals. Renew if necessary. 7. To fit the fence moulding reverse the procedure given for removal. Front quarter frame assembly - To remove and fit (see fig. S20-2) 1. Removethedoortrim (see Door trim- To remove and fit). 2. Remove the waist rail finisher (see Waist rail finisher - To remove and fit). 3. Remove the door glass unit (see Door glass unit - To remove and fit). 4. Peel back the waterproof cover to expose the lower frame to door securing setscrews (item 11). Remove the setscrews and washers. 5. Remove the self-tapping screws ( item 12) securing the frame to the inner door panel. 6. Remove the countersunk setscrews (item 13) securing the frame to the front face of the door. 7. Carefully withdraw the quarter frame assembly. Door mirror - To remove and fit (see fig. S20-2) 1. Disconnect the battery. 2. Ease the rubber flap from the end of the mirror base to expose the mirror retaining grub screw (item 17). 3. Turn the screw anti-clockwise until the mirror assembly can be slid away from the door panel and clear of its mounting plate. 4. Disconnect the mirror loom plugs and sockets th en remove the mirror assembly. Secure the sockets with masking tape to ensure that they do not drop inside the door. 5. To fit the door mirror reverse the removal procedure noting the following. When fitting the mirror, thread the loom into the door in a forwards direction, i.e. towards the front of 3187 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSO 4700 S20-7 A C A18 9 B Fig. 520-3 Door latch, interior release handles, and fittings 3/87 S20-8 the car. This avoids the possibility of the plug and socket fouling the window lift mechanism. Door latch - To remove (see fig. S20-3) 1. Remove the door trim (see Door trim- To remove and fit). 2. Remove the waist rail finisher (see Waist rail finisher - To remove and fit). 3. Remove the door glass unit (see Door glass unit - To remove and fit). 4. Disconnect the battery. 5. Peel back the waterproof cover from the inner door panel. 6. Disconnect the exposed relay lever link rod (item 2) from the door latch. 7. Disconnect the courtesy lamp micro-switch plug and socket (item 3) . 8. Remove the setscrews and washers {item 4) securing the latch to the door panel. 9. Lower the latch and disconnect the exterior handle control rod (item 5) from the plastic connector on the door Iatch. Note th at a number of space rs a re fitted to the control rod. 10. Release the interior door handle control rod from the clips (item 6) situated on the inner door panel. Disconnect the control rod from the forward door release handle (item 7). Then, withdraw the latch/ control rod assembly from the door. 11 . If necessary, unscrew and remove the courtesy lamp micro-switch from the latch . Door latch - To fit (see fig. S20-3) Reverse the procedure given for removal noting the following . 1. If the courtesy lamp micro-switch has been removed from the latch proceed as fallows. Move the claw mechanism of the latch into the 'door closed' position. Loose Iy fit the micro-switch assem bl y to the Iatch using the screws, nuts, and shakeproaf washers. Releasethe claw mechanism into the 'door open' position. Then, adjust the position of the switch unti l the actuator lever is Iig htly touching the corner ofthe switch (see inset A, arrowed). Tighten the securing screws. 2. Place the latch/control rod assembly into the door and connect the control rod to the forward release handle . Note Wherever control rods have been disconnected, it is important that new Fastex bushes are fitted on assembly . This will ensure that the control rods are correctly secured. 3. Fit the exterior handle control rod (item 5), comp Iete with the correct number of spacers, into the plastic connector on the latch. 4. Secure the latch to the door panel using three new M6 setscrews and washers. Torque tighten the setscrews ta between 4, 1 Nm and 6, 1 Nm (0,4 kgf m and 0,6 kgf m; 3 lbfft and 4.5 lbf ft). This torque figure must not be exceeded. 5. Connect the relay lever link rod (item 2) ta the latch. 6. Ensure that the interior door handle control rod is 3/87 Printed in England © Rolls-Royce Motor Cars Limited 1 987 secured by the clips (item 6) situated on the inner door panel. 7. To check the operation afthe interior and exterior handles reference shou Id be made to Interior and Exterior handles - To set. Interior door handles - To remove and fit (see fig. S20-3) 1. Remove the door trim (see Door trim- To remove and fit). 2. To remove the rearward door release handle proceed as follows. Remove the five countersunk setscrews (item 1) from the release handle mounting plate. Lower the mounting plate assembly to disconnect the release handle from the control rod and remove. 3. To remove the forward door release handle proceed as follows . Remove the three screws, nuts, and washers (item 8). Release the door handle control rod from the dips situated on the inner door panel. Then, disconnect the handle from the control rod . 4. To fit the door handles reverse the removal procedure noting the following. For information on the correct setting of the interior door handles reference shou Id be made to Interior door handles - To set. Interior door handles - To set (see fig. S20-3) 1 . Loosen the screws (item 8) securing both hand I e bases to the inner door panel. 2. Move the handle bases forward (i.e. away from the latch) until any free play is removed. Check that both release handles return fully against their stops. 3. Move the handle bases further forward, against latch spring pressure, until the correct clearance is achieved between the lever and the latch body (see inset 8). Then, tighten the setscrews securing the handle bases. 4 . With the door open, move the claw mechanism of the latch i nto the 'door closed' position and check the operation of both handles. Never attempt to close the door with the latch mechanism in the 'door closed' position, or severe damage to the latch mey result. Exterior door handle - To remove and fit (see fig. S20-4) 1. Remove the door trim (see Door trim- Ta remove and fit) . 2. Remove the waist rail finisher (see Waist rail finisher - To remove and fit). 3. Remove the door glass unit (see Door glass unit - Ta remove and fit). 4. Remove the screw and spacer (item 1 ). 5. Support the door handle, then release the three setscrews, washers, and spacers (item 2) . Carefully withdraw the handle taking care not to damage the paintwork. 6. To fit the exterior door handle reverse the removal procedure noting the following. TSO 4700 S20-9 .,._ 3,0 mm - 5,0 mm (0.125 in - 0.187 in) C I / ( Fig. S20-4 Exterior door handle, solenoid assembly, private lock unit, and fittings 3/87 S20-10 For information on the correct setting of the exterior handle reference should be made to, Exterior door handle push button - To set Exterior door handle push button - To set {see fig . S20-4) 1. With the door open, move the daw mechanism of the latch into the 'door closed' position. Never attempt to close the door with the mechanism in this position, or severe damage to the latch may result. 2. Depress the push button and check that the latch operates correctly. The latch should operate with between 3 mm and 5 mm {0.125 in and 0.200 in) of push button ove rtrave I. To adjust the push button overtravel, it will be necessary to lower the door latch and amend the number of spacers on the exterior handle control rod (item 3). Refer to Door latch - To remove. Solenoid assembly - To remove and dismantle (see fig. S20-4) 1. Remove the doortrim (see Door trim-To remove and fit). 2. Remove the five countersunk setscrews from the rearward interior door release handle mounting plate (see fig. S20-3, item 1). Lower the mounting plate assembly to disconnect the release handle from the control rod and remove. 3. Peel back the waterproof cover from the inner door panel. 4. Fully raise the door glass, then disconnect the battery. 5. Disconnect the plugs and sockets (item 4) from the solenoids and micro-switches. 6. Disconnect the relay lever link rod (item 5) from the door latch. 7. Disconnect the private lock control rod (item 6) from the solenoid assembly. 8. Remove the three setscrews and washers (item 7) securing the solenoid assembly to the inner door panel. Then, carefully manoeuvre the assembly clear of the door. 9. If it is necessary to replace a solenoid proceed as follows. Remove the circlips and nylon washers (item 8) . Withdraw the tie piece (item 9) and drive lever (item 10). Then, unclip and remove the plastic solenoid cover. Disconnect the solenoid leads from the terminal block (item 11 ). Unscrew and remove the solenoid/connecting link assembly from the base plate. The solenoids can then be separated from the connecting link by removing the roll pins (item 12). Solenoid assembly - To assemble and fit (see fig . S20-4) 1. Prior to fitting the solenoid/connecting link assembly to the base plate ensure that two nylon spacers (item 13) are in position on the mounting shaft. 2. Loosely fit the solenoid/connecting link assembly 3187 Printed in England © Rolls-Royce Motor Cars Limited 1987 to the base plate. Align the solenoids to give unrestricted movement of the connecting link, then tighten the solenoid securing screws. Check that the self-centring spring (item 14) is fitted correctly. 3. Connect the solenoid Ieads to the term in a I b Iock, then press the solenoid cover in position . 4. Flt the drive lever and tie piece, then secure using circlips and nylon washers. 5. To fit the solenoid assembly to the door reverse the removal procedure, Operations 1 to 8 inclusive, noting that wherever control/link rods have been disconnected it is important that new Fastex bushes are fitted on assembly. To set the position of the solenoid assembly in the door, reference should be made to Solenoid assembly - To adjust. Solenoid assembly - To adjust (see fig. S20-4) 1. Loosen the three setscrews (item 7) securing the solenoid assembly to the inner door panel. 2. Disconnect the relay lever link rod (item 5) from the door latch lever. 3. Press the door Iatch lever down into the u n Iocked position. 4. Move the relay lever (item 15) down sufficiently to take up any free play. 5. Adjust the height of the solenoid assembly until the relay lever link rod (item 5) aligns with the hole in the door latch lever. Tighten the solenoid assembly securing setscrews. 6. Connect the relay lever link rod to the door latch, noting that wherever link rods have been disconnected it is important that new Fastex bushes are fitted on assembly. Private lock - To remove (see fig . S20-4) 1. Remove the door trim (see Door trim- To remove and fit). 2. Remove the waist rail finisher (see Waist rail finisher - To remove and fit). 3. Remove the door glass unit (see Door glass unit - To remove and fit). 4. Remove the balance lever retaining nut {item 16), noting the position and quantity of any spacing washers. Manoeuvre the balance lever and control rod assembly clear of the private lock. 5. Remove the large nut and spacer (item 17) securing the private lock to the door, then withdraw the lock. Private lock - To fit (see fig . S20-4) Reverse the procedure g iven for removal noting the following. 1 . Prior to assembly, apply Keena max C3 waterproof grease, or its equivalent, to the private lock spacer. Fit the spacer with the drain slots facing towards the outer door panel. 2. Ensure that the key slot is vertical, then secure the private lock and spacer to the door using the large nut. 3. Attach the balance Iever /contra I rod a ssem bl y and spacing washers. 4. Check that the door locks and unlocks smoothly. TSD 4700 S20-11 fIDi1 ~ If adjustment is necessary, reference should be made to Private lock control rod - To adjust. Private lock control rod - To adjust (see fig. S20-4) 1. Set the private lock key slot vertical, then remove the key. 2. Disconnect the private lock control rod (item 6) from the transfer lever. 3. Move the transfer lever {item 18) down until it comes into contact with the peg (arrowed). Ensure that the remaining levers do not move. 4. Turn the private lock control rod, either clockwise or anti-clockwise, until the rod aligns with the hole in the transfer lever. If there are two holes in the transfer lever, align the control rod with the inner hole. 5. Connect the control rod to the transfer lever, noting that wherever rods have been disconnected it is important that new Fastex bushes are fitted on assembly. 6. Check that the door locks and unlocks smoothly when operated by the key. Ensure that the extra force required to activate them icro-switches is equal in both the lock and unlock direction. Operation ofthe microswitches can be identified by listening for the 'click' as they activate. Checking the centralized door locking system Operation Check Door closed. Upper portion ofthe centralized door locking switch depressed. Door can be opened using the interior handles and exterior push button. Door closed. Lower portion of the centralized door locking switch depressed. Doorcannotbeopened from the interior handles or the exterior push button until the upper portion of the centralized door locking switch is depressed. Door open . Lower portion of the centralized door locking switch depressed. Door lock se lf-cancels when the door is closed (exterior push button not depressed). Operation Check Door open or closed. Upper portion of the centralized door locking switch depressed. Both doors unlock. Luggage compartment will unlock only if the selector switch situated in the faci a stowage compactment is in the AUTO position. Turn key (towards rear of car) to lock position. Door locks. Turn key further against spring pressure. Both doors and luggage compartment lock. Turn key (towards front of Door unlocks. car) to unlock position. Turn key further against spring pressure. Both doors unlock. Luggage compartment will unlock only if the selector switch situated in thefacia stowage compartment is in the AUTO position . Door remains locked when the door is closed (exterior push button depressed). Door open or closed. Lower portion of the centralized door locking switch depressed. Both doors and luggage compartment lock. 3/87 S20-12 Section S21 Rear quarter Contents Pages Rolls-Royce Bentley Corniche/ Corniche II Continental Introduction S21-3 S21-3 Safety procedures S21-3 S21-3 Waist rail finisher, 'BC' post trim, and side arm rest trim - To remove and fit S21-3 S21-3 Waist rail finisher seal - To renew S21-5 S21-5 Rear quarter window lift mechanism and glass frame assembly - To remove and fit S21-5 S21-5 Rear quarter frame to door frame seal - To renew S21-5 S21-5 Quarter glass unit - To remove and fit S21-5 S21-5 Quarter glass - To remove and fit S21-5 S21-5 Fence moulding - To remove and fit S21-5 S21-5 2/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD 4700 S21-1 Section S21 Rear quarter Introduction Prior to commencing work, ensure that a suitably prepared area is available to store any items of trim, etc., that are removed. Safety procedures The adhesives and cleaner referred to in this section are classified as highly flammable. For guidance on their use reference must be made to Section S3. Waist rail finisher, 'BC' post trim, and side arm rest trim - To remove and fit (see fig. S21-1) 1. Remove the screws and cup washers (item 1 ). Then. carefully lift off the wa ist rail fin isher and trim roll assembly. 2. To remove the 'BC' post trim panel proceed as follows. Carefully prise the p lastic cover (item 2) from the lower seat belt anchorage bolt. Remove the bolt and allow the belt to carefully retract. Turn back the floor carpet, then remove the exposed screw and washer (item 3). Remove the two screws and cup washers (item 4) securing the top of the 'BC' post trim panel. Carefully remove the trim panel, noting that the rear of the panel is secured by Velcro fasteners (item 5). Fig. S21 - 1 Rear quarter trim 2/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSO 4700 S21-3 0 0 0 0 0 .,,,. \ ~ \ ',] .l~P Fig. S21-2 Window lilt mechanism and quarter glass assembly 2/ 88 S21-4 3. To remove the side arm rest trim proceed as follows. Disconnect the battery Remove the rear seat cushion and squab assembly (see Section S27). Lift the rear of the arm rest trim (item 6) clear ot the hoodwell. Ease the trim forward to gain access to the rear of the window lift and 'interior lamp switches, lamp, and cigar lighter. In view of the numerous connections, it is advisable to label each one as it is disconnected. Remove the side arm rest trim . 4. To fit the trim panels reverse the removal procedure. Waist rail finisher seal - To renew (see fig. S21-1) 1. Remove the screws and cup washers (item 1 ). Then, carefully lift off the waist rail finisher and trim roll assembly. 2. To renew the felt sealing strip {item 7) proceed as follows. Using a suitable tool, remove and discard the glued felt strip taking care not to damage the polished surface of the waist rail finisher. Thoroughly clean the bonding surface of the finisher using a cloth moistened with Bostik Cleaner 6001. Apply an even coat of Apollo Adhesive AX2344 to the bonding surfaces of the finisher and the felt strip. Allow five minutes for the adhesive to 'flash' dry. Then, bring the bonding surfaces together using maximum hand pressure. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001. Rear quarter window lift mechanism and glass frame assembly - To remove and fit (see fig. S21-2) 1 . Partly raise the rear quarter window, then disconnect the battery. 2. Remove the rear quarter trim (see Waist rail finisher, 'BC' post trim, and side arm rest - To remove) . 3. Peel back and remove the waterproof covering from the w indow lift mechanism. 4. Unscrew and remove the strengthening plate (item 1 ). 5. Disconnect the window lift motor plug and socket (item 2). 6. Release the upper and lower fixings (item 3) securing the rear quarter assembly to the body. Then, carefully lift the assembly clear. 7. To fit the window lift mechanism and glass frame assembly reverse the removal procedure. Rear quarter frame to door frame seal - To renew (see fig . S21-2) 1. Remove the quarter window lift and glass frame assembly (see Rear quarter window lift mechanism and glass frame assembly - To remove and fit). 2. To renew the sea l (item 4) proceed as follows. Using a suitable tool, remove and discard the glued seal taking care not to damage the polished surface of 'the quarter frame. Thoroughly clean the bonding surface of the Quarter glass unit - To remove and fit {see fig . S21-2J 1. Remove the quarter window lift and glass frame assembly (see Rear quarter w indow lift mechanism and glass frame assembly - To remove and fit). 2. To facilitate assembly, mark the position of the quarter glass stops (item 5). Unscrew and remove the stops. 3. Unscrew and remove the glass guidance slides (item 6). 4. Remove the two nuts and washers securing the glass unit to the window lift mechanism (item 7). Withdraw the setscrews and spacers, then lift the glass unit clear of the mechanism. 5. To fit the glass unit reverse the removal procedure. Quarter glass - To remove and fit (see fig. S21 - 2) 1. Remove the quarter glass unit from the window lift mechanism (see Quarter glass unit - To remove and fit). 2. Remove the setscrews (item 8) . Then, withdraw the glass support mounting bracket. 3. Carefully slide the glass out of the frame. 4 . Inspect the glass sealing rubbers and renew if necessary. 5. To fit the glass reverse the removal procedure noting the following. If the orig i na I glass is to be f itted ensure that a II traces of sealing compound are removed using a cloth moistened with Bostik Cleaner 6001. Prior to fitting the glass, apply a continuous bead of Seelastik into the frame channels and glass support mounting bracket. If new glass sealing rubbers have been fittad any excess rubber should be trimmed flush with the frame channels using a sharp knife. Fence moulding - To remove and fit (see fig. S21-2) 1. Remova the rear quarter trim (see Wa ist rail finisher, 'BC' post trim, and side arm rest trim - To remove). 2. Remove the quarter w indow lift and glass frame assembly (see Rear quarter window lift mechanism and g lass frame assembly - To remove). 3. Peel back the felt strip to expose the fence moulding to body securing screws {item 9j . Release the self-tapping screws and carefully remove the fence moulding taking care not to damage the paintwork. 4. Inspect the felt strip and the fence moulding seal. Renew if necessary. 5. To fit the fence moulding reverse the procedure given for removal. TSO 4700 2/88 Printed in England © Rolls-Royce Motor Cars quarter frame using a cloth moistened with Bostik Cleaner 6001. Apply an even coat of Bostik Adhesive 1 261 to the bonding surfaces of the quarter frame and seal. Allow between 1 0 and 1 5 minutes for the adhesive to 'flash' dry. Then, bring the bonding surfaces together using maximum hand pressure. Remove any excess adhesive using a cloth moistened w ith Bostik Cleaner 6001 _ Limited 1988 S21-5 Section S22 Bonnet Contents Pages Rolls-Royce Bentley Corrnche / Corrnche ll Continental Introduction S22-3 $22-3 Bonnet - To remove ar:id fit S22-3 S22-3 Bonnet hinges - To remove and fit S22-3 S22-3 Bonnet catch mechanism - To remove and fit S22-3 S22-3 Bonnet release cable - To renew S22-3 S22-3 Bonnet pads - To remove and fit S22-5 S22-5 Bonnet seals - To renew S22-5 S22-5 10/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD 4700 S22-1 Section S22 Bonnet Introduction Prior to commencing work, ensure that a suitably prepared area is available to store any items of trim, etc., that are removed . If special torque tightening figures are not specified, setscrews, bolts, etc., should be tightened to the standard figures quoted in Chapter P. Bonnet - To remove (see fig . S22- 1) 1. Disconnect the battery. 2. Raise the bonnet. 3. Disconnect the bonnet lamp loom plug and socket (item 1 ). 4. Cut and discard the plastic cable ties (item 2) securing the bonnet lamp loom to the left-hand hinge. 5. Unscrew and release the earth bonding strap (item 3) . 6. To facilitate assembly, mark the position of each hinge in relation to the bonnet. 7. With the help of an assistant, support the bonnet and remove the setscrews and washers (item 4). Remove the bonnet. Bonnet - To fit (see f ig. S22-1) Reverse the procedure given for removal noting the following . 1. Prior to tightening the bonnet securing setscrews, align the marks made during removal. 2. Check that the bonnet to body clearances are equal and that the bonnet opens and closes without difficulty. If necessary, adjust the position of the catch plates situated on the bonnet. 3. Ensure that the bonnet locating pegs align with their respective rubber bushes situated on the bulkhead (see fig . S22-2, item 1 ). 4. On cars conforming to a North American specification, check that the protrusions on the bonnet retention brackets align with their respective holes in the brackets situated on the bul khead. Bonnet hinges - To remove and fit (see fig. S22 - 1) 1. Remove the bonnet (see Bonnet - To remove). 2. Release the clip (item 5) securing the coolant hose to the left-hand hinge. 3. To facilitate assembly. mark the position of each hinge in relation to the body. 4 . Release the two setscrews and washers securing each hinge (item 6) . Remove the hinges. 5. To fit the hinges reverse the procedure given for removal. Bonnet catch mechanism - To remove and fit Isee fig. S22-2) 1. Raise the bonnet. 2. Carefully move the countershaft (item 2) into the 10/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 Fig . S22-1 Bonnet and hinge mounting arrangement 'bonnet closed' position , and remove the sp rings (item 3 ). 3. Unclip and straighte n the looped end of the bonnet release cable. Loosen the grub screw (item 4) and release the cable from the retainer. 4 . To facilitate assembly, mark the posit ion of each guide plate (item 5) in relation to its mounting bracket. 5 . Remove the guide plate securing setscrews and was hers. Note the position of any suppressors that may be secured under the setscrews. 6. Carefully remove the countershaft and guide plates assemb ly. 7. To fit the catch mechanism, reverse the removal procedure noting the following. Prior to tightening the countershaft securing setscrews align the guide plat es with the marks made during removal. Check th at the countershaft is located in the support bracket (item 6) . Do not attempt to close the bonnet until the release cable has been fitted and set (see Bonnet release cable To renew). Bonnet release cable - To renew (see fig. S22-2) 1_ Raise the bonnet. 2. Unclip and straighten the looped end of the bonnet TSO 4700 S22-3 ----=:, __=:::, ··- = -== ..J -----= ~ .:==., ---==> ..-==::, ~ ~ --= - -== ~ 1 ,60 mm • 4,80 mm (0.062 in - 0. 1 87 in) Fig. S22-2 Bonnet release mechanism release cabl e. loosen the grub screw (item 4) and release the cable from the retainer. 3. Remove the screws and washers (it em 7) and lower the parking brake trim panel. Release the Lucar connectors from the footwell lamp (item 8) and remove the panel. 4 . Completely withdraw the bonnet release cable, pulling it through the pivot on the release handle. 5. Lightly smear the new cable w ith Rocol MTS 1000 grease, or its equ ivalent. Carefully feed the cable into position through the release handle pivot and outer sheath. 6. Pl ace a lengt h of 6,35 mm (0 .250 in) diamet er bar in th e guide plat e. Then, ca refully move the countershaft 10/ 8 7 S22-4 Fig. S22-3 Bonnet pads into the 'bonnet closed' position (see inset). 7. Thread the release cable through the retainer in the countershaft until the nipp le end of the cable fits into the pivot on the release handle. Then, tighten the grub screw. 8 . Check that there is between 1,6 mm and 4 ,8 mm (0.062 in and 0.1 87 in) of free movement in the release handle (see inset). Th is movement is measured from the handle resting on its rubber stop to the point whe n it begins to operate the countershaft. If necessary, loosen the grub screw and adju st the cable . 9 . Loop the excess cable and clip into position approximately 38 mm (1.50 in) from the retainer. 1 0. Remove the length of ba r from the guide plate and operate the bonnet release lever. Check that the countershaft moves into the 'bon net open' position, and that t he release handle returns to its stop when released . 11 . Check that the bonnet opens and closes without difficulty. 2. To ensure the correct ret ention of the bonnet pads it is recommended to fit new drive fasteners on assembly. Bonnet seals - To renew 1. The bon net seals are simp ly a push-on f it over the scutt le pa nel and front win g fl anges and can easily be renewed as necessary, taking care not to damage the paintwork. Bonnet pads - To remove and fit (see fig. S22-3) 1. Each bonnet pad is he ld in position by a number of plastic drive fasteners (item 1 ). To remove a bonnet pad, simply prise out the drive fasteners taking care not to d am age the paintwork. ) TSD 4700 10/ 87 Printed in England © Rolls- Royce Motor Cars Limited 1 98 7 S22-5 Section S23 Frnil ~ Luggage compartment lid Contents Pages Rolls-Royce Bentley Corniche/ Corniche II Continental Introduction S23-3 S23-3 Luggage compartment lid - To remove and fit S23-3 S23-3 Hinges - To remove and fit S23-4 S23-4 Latch mechanism - To remove and fit S23-4 S23-4 Lock mechanism - To remove and dismantle S23-5 S23-5 Lock mechanism - To assemble and fit S23-5 S23-5 Handle and private lock push button assembly- To remove and dismantle S23-5 S23-5 Handle and private lock push button assembly- To assemble and fit S23-5 S23-5 10/87 Printed in England © Rolls-Royce Motor Cars Limited 1 98 7 TSD 4700 S23-1 Section S23 Luggage compartment lid Introduction Prior to commencing work, ensure that a suitably prepared area is available to store any items of trim, etc .. that are removed. If special torque tightening figures are not specified, setscrews, bolts, etc., should be tightened to the standard figures quoted in Chapter P. Luggage compartment lid - To remove (see fig. S23-1) 1. Disconnect the battery 2 . Unscrew and remove the hinge cover trim (item 1 ). 3. To gain access to the luggage compartment li d loom connector it will be necessary to remove the front trim panel as follows. Unclip and remove the luggage compartment fl oor carpet. Remove the battery master switch knob (item 2) by releasing the centre screw, ring nut. and instruction plate. Unscrew and remove the side trim panel (item 3). Remove the screws (item 4) from the hinged tool cover. Release the fastener and carefully remove the tool cover. Withdraw the contai ners of minera l oil. Remove the front trim panel securing screws and cup washers (item 5). Ease the trim panel forward to gain access to t he rear of the interior lamp and centralized door locking switch (item 6) . Release the exposed Lucar connectors, noting the colour and position of the leads to ensure correct assembly. Then, remove the front trim panel. 4 . Cut and discard t he cab le ties (item 7) securing the electrical loom to the right- hand luggage compartment lid hinge. 5 . Disconnect the loom plug and socket (item 8 ). Then, manoeuvre the loom clear of t he hinge mounting area. ] lRI j Fig. S23-1 Luggage compartment lid trim and hinge mounting arrangement 10/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD 4700 S23-3 ,'.2251 Fig. S23-2 Luggage compartment lock mechanism 6. To facilitate assembly, mark the position of each hinge in relation to the luggage compa rtmant lid. 7. With the help of an assistant. support the luggage compartment lid an d remove the setscrews and washers (item 9). Note the pos itio n and quantity of any shims situated between t he hinges and the luggage compartment lid. Remove the lid. Luggage compartment lid - To fit (see fig . S23-1) Reverse the procedure given for rem oval noting the following . 1. Prior t o tightening the lug gage compartment lid securing setscrews align the marks m ad e during removal. 2. Using a pencil, mark the position of the latch striker (item 10). Release t he securing setscrews and washers, then remove the latch striker. 3 . Carefully close the luggage com pa rtment lid and check that the clea ra nces between th e lid and th e bod y are equal. If necessary, adjust th e position of the lid th en tighten the securing setscrews. 4 . Fit the latch striker, aligning the marks made during rem oval. Check that the lid can be opened and closed without difficulty. Ensure that the lid lies f lush with the rear wing panels when closed. If necessary, adjust the vertical position ot the striker. 5 . Check that t he luggage com partment lock and unlock soleno ids, centralized door locking switch, high mounted st op lamp (if fitted), and t he interior lamp are all operating correctly. Hinges - To remove and fit (see fig. S23-1 ) 1. Re move the luggage compartment lid (see Luggage compart me nt lid - To remove). 2. Release the Lucar con nectors from the luggag e compartment interior lamp switch situated on the right hand hinge. 3. Remove the hing e support b racket securing b olts, nuts, and washers (item 11 ). 4. Release the setscrews and was hers (item 12). Remove the hi nges, noting the position and quant ity of any shims situated between the hing es and the body. 5. To f it th e hinges reverse the removal proced ure. Latch mechanism - To remove and fit (see fig . S23 -2J 1. Using a pencil, mark t he position of the latch mechan ism (it em 1) in relation t o the sta inless steel access plate. 2. Support t he latch mechanism, then remove th e fou r securing screw s and w ashers. W ithd raw the latch mechanism and f inishers. Not e the position and quantity 10 / 6 7 S23-4 of any shims situated between the latch and the access plate. 3. To fit the latch mechanism reverse the removal procedure. Lock mechanism -To remove and dismantle (see fig. S23-2) 1. Disconnect the battery. 2. Unscrew and remove the hinge cover trim and the luggage compartment lid inner trim panel. 3 . Remove the latch mechani sm and stainless steel access plate (see Latch mechanism - To remove and fit) . 4. Disconnect the electrical leads from the lock and unlock solenoids at the terminal block (item 2). Note the position of the leads to ensure correct assembly. 5. Remove the four setscrews and washers (item 3). Carefully manoeuvre the lock mechanism clear of the private lock contactor plate Iitem 4) and withdraw it from the luggage compartment lid. 6 . To remove the solenoids from the mounting bracket proceed as follows. Disengage the solenoid operating rods from the plastic bushes in the pivot lever (item 5). Remove the screws and spring washers (item 6) then withdraw the solenoid assemblies. The solenoid plungers can be separated from the operating rods by removing the r?II pins. separated from the push button unit by removing the retaining screws (item 12). Handle and private lock push button assembly - To assemble and fit (see fig. S23- 2) Reverse the procedure given for removal noting the following. 1. To prevent possible water ingress, it is advisable to renew the rubber sealing rings (item 13) prior to fitting the handle. 2. Fit the handle assembly, ensuring that the slot in the contactor plate (item 4) engages with the pin on the lock mechanism pivot lever. 3. Apply a small amount of Keenomax C3 waterproof grease, or its equivalent, to the private lock guide bracket spring. 4. Prior to closing the luggage compartment lid, depress the private lock push button checking that it operates smoothly in both the lock and unlock positions . Lock mechanism - To assemble and fit (see fig. S23-2) Reverse the procedure given for removal noting the following . 1 . Loosely fasten the lock and unlock solenoids to the mounting bracket and align to give unrestricted movement of the pivot lever. Tighten the securing screws. 2. Manoeuvre the lock mechanism into position ensuring that the pin on the pivot lever engages with the slot in the contactor plate (item 4). 3. Apply a small amount of Keenomax C3 waterproof grease, or its equivalent. to the pivot points on the lock mechanism. 4 . Check that the lock and unlock solenoids are operating correctly. Handle and private lock push button assembly - To remove and dismantle (see fig. S23-2) 1. Disconnect the battery. 2. Remove the latch mechanism and stainless steel access plate (see Latch mechanism - To remove and fit) . 3. Release the nut and washer securing the contactor plate (item 4) to the private lock unit. Manoeuvre the contactor plate clear of the lock mechanism pivot lever (item 5) and remove. 4. Remove the nuts and washers {item 7) securing each end of the handle. 5. Support the private lock guide bracket (item 8). Then, remove the nuts and washers (item 9) also the clamping plate (item 10). Whilst holding the guide bracket in position on the private lock unit. carefully withdraw the handle/private lock assembly. 6. If necessary, the private lock barrel (item 11 J can be 10/ 87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSO 4700 S23-5 Section S24 Windscreen Contents Pages Rolls-Royce Bentley Corniche/ Corniche II Continental Introduction S24-3 S24-3 Safety procedures S24-3 S24-3 Windscreen - To remove S24-3 S24-3 Windscreen - To fit S24-4 S24-4 12/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD 4700 S24-1 Section S24 Windscreen Apply the parking brake and ensure that t he gear range selector lever is in the park position. Switch on the ignition. Fully release the two hood securing catches situated underneath t he sun visors. Depress the hood operating switch, situated on the centre console, holding it down until the hood has fully lowered. 2. Switch off the ignition and disconnect t he battery. 3. Raise the bonnet. 4. Protect any exposed paintwork in the vicinity of the windscreen with clean felt or a similar material. 5 . To remove the windscreen wiper arm assemblies Introduction Prior to commencing work, ensure that a suitably prepared area is available to store any items of trim, etc., that are removed. Safety procedures The cleaners referred to in this section are classified a;: highly flammable. For guidance on their use reference must be made to Section S3. Windscreen - To remove 1. To lower the power operated hood proceed as follows. /-' f I ' / A2319 Fig. 524-1 Windscreen interior trim 12/87 Printed in England © Rolls-Royce Motor Cars Limited 1 987 TSO 4700 S24-3 proceed as follows referring to figure S24-1. Unclip the plastic covers and remove the wiper arm securing nuts (item 1 ). Using extractor tool RH 9623 carefully remove each wiper arm assembly. 6. To remove the sun visors proceed as follows referring to figure S24-1 . Remove the four screws and cup washers (item 2), and withdraw the sun visor centre trim panel. Note that on cars fitted with a cellular telephone a microphone is mounted behind the panel. Relec1se the inboard end of each sun visor spindle by removing the exposed nuts and bolts (item 3). Remove each sun visor in turn by pulling the outboard end of the spindle clear of the nylon bush (item 4) mounted behind the side header trim. 7. Unscrew and remove the hood securing catches and polished f inishers (item 5) . 8. Unclip and remove the side header trim panels (item 6) . 9. Unscrew and remove the interior rear view mirror. 10. Remove the self-tapping screws (item 7) and lower the centre header trim panel. 11. Lift the 'A' post trim panels (item 8) to disengage the rear retaining clips and remove. Remove the top roll and demister panel (see Section S29). 1 2. On cars conforming to a North American specification, remove the self-tapping screws, setscrews, and washers securing the windscreen finisher retention plates to the body (see fig. S24-2, item 1 ). 13. From outside the car, carefully unclip the trim pieces (item 2) covering the windscreen finisher joints. 14. Using a flat bladed tool, carefully ease each half of the windscreen finisher from the moulded seal. 15. From inside the car, ease the lip of the seal over the body aperture flange (see fig. S24-2, inset A). A small steel rule or a similar tool will assist during this operation . Start in the top corners and work towards the cent re, simultaneously applying pressure to the glass. An assistant will be required to support the glass/seal assembly as it is pushed out of the aperture. Avoid sharp blows as this may damage the glass or paintwork. A steady pressure is all that is required. 16. Rest the removed glass/ seal assembly, external surface uppermost, onto a suitably prepared work surface. Remove the seal from t he glass. Windscreen - To fit 1. Using a plastic or wooden scraper, remove all traces of sealing compound from t he windscreen aperture flange. Thoroughly clean the flange area using a cloth moistened with Genklene. Extreme care must be taken to prevent Genklene coming into contact with finished paintwork. 2. If the original windscreen and/or sea l is to be fitted ensure that all traces of sealing compound are removed using a cloth moistened with Bostik Cleaner 6001. The seal should be examined closely for any sign of damage. If in doubt always fit a new sea l. On cars conforming to 8 North American A2310 Fig. 524-2 Windscreen removal 12/ 87 S24-4 @5il ~ .--- 3,2 mm - 4.8 mm (0.125 in- 0.187 in) A2321 Fig. S24-3 Position of cord and sealing arrangement specification, it will be necessary to make four cuts in the new seal to accept the windscreen finisher retention plates. 3. Apply a small amount of Palm Grease. o r its equivalent, to the base of the windscreen finisher i.e. the section of the finisher that fits into the moulded seal. Press each half of the finisher into the sea l. Check that a gap of between 3,2 mm and 4,8 mm (0. 125 in and 0 . 187 in) exists between each half of the fi nisher (see fig. S24-3). 4. Clip the trlm pieces into position, covering the wind screen finisher joints. 5. Turn the windscreen over so that the internal surface is uppermost. Thread a length of cord around the inside lip of the seal (see f ig. S24-3). Leave a loop in the cord at the bottom of the windscreen and overlap the two ends of the cord at the top. Secure the loose ends of the cord to the glass with masking tape. 6. Using a sealant cartridge gun, run a continuous 6 mm (0.250 in) diameter bead of Arbornast Autog rade Sealant or Seelastik around the windscreen apertu re flange. On cars conforming to a North American specification, apply an additional bead of sea lant over each retention plate slot in the top and bottom of the aperture f lange. 7. With the help of an assist ant, posit ion the g lass/ seal/finisher assembly with the lower edge seated in the aperture. On cars conforming to a North American specification, align the windscreen finisher retention plates with their respective slots in the aperture flange. Then, using a rubber mallet apply several sharp blows around the seal/finisher area starting in the centre of the upper edge. The windscreen should then be seated inside the aperture. 8. From inside the car, remove the masking tape securing the cord. 9. With an assistant applying steady pressure to the exterior of the glass, carefully pull the looped cord at the bottom of the windscreen so that the seal is drawn over the aperture flang e. Pull the cord alternately to the 12/87 Printed in England © Rolls-Royce Motor Cars Limited 1 987 1!2322 Fig. S24-4 Applying sealant between the seal and the glass right and left, along the bottom of the windscreen and half-way up each side. Si milarly, pull each end of the cord along the top of the windscreen until the cord is completely removed. Ensure t hat the seal is fitted over the flange at all points around the aperture. 10. From outside the car, check that the seal/ finisher is seated flush against the body. If necessEJry, apply furth er pressure with a rubber mallet. 11 . On cars conforming to a North American specification, align the holes in the windscreen fini sher retention plates with the holes in the body and secure using the self-tapping screws, setscrews, and washers. 12. From outside the car, carefully ease back the seal and insert the nozzle of a sealant cartridge gun between the seal and the glass. Then, apply a TSD 4700 S24-5 ~ ~ c.ontinuous bead of Arbomast Autograde Sealant or Seelastik into the glass channel (see fig. S24-4). 13. Remove any excess sealant from the interior and exterior of the windscreen using a cloth moistened with Bostik Cleaner 6001. 14. Test the windacreen for leaks by applying water under pressure. If the sealing is satisfactory, fit the top roll and windscreen trim by reversing the removal procedure. 12/87 S24-6 Section S25 Bumpers Contents Pages Rolls-Royce Corniche/ Corniche II Bentley Continental Introduction S25-3 S25-3 Front bumper assembly -To remove and fit 525-4 S25-4 Front bumper assembly -To dismantle and assemble 525-4 525-4 Rear bumper assembly - To remove and fit S25-4 S25-4 Rear bumper assembly - To dismantle and assemble S25-4 S25-4 Bumper height- To check S25-5 S25-5 12/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSO 4700 S25-1 Section S25 Bumpers Introduction Each bumper assembly is constructed around an aluminium beam. A polished stainless steel finisher covers the upper surface of the beam. Moulded rubber sections secured to the front face ofthe beam abut with side mouldings to complete the assembly . Each bumper assembly is secured to the body by two mounting units. The outer end of each unit houses an adapter which is bolted, via a metalasti k bush, to the aluminium beam. The inner ends ofthe units are bolted through the longerons at the front and rear of the car. On cars conforming to a North American A I /1 ~ /,,-,--( f) 1,-. ~ \.:======,,4 '· (7 Fig. S25-1 Front bumper assembly A 178 mm - 179 mm (7.0 in- 7.050 in) 12/88 Printed m England © Rolls-Royce Motor Cars Limited 1988 TSD 4700 S25-3 specification; also cars conforming to a 1989 model year Middle East specification, the mounting units are energy absorbing. Prior to commencing work, a suitably prepared area shou Id be made available where work can be carried out on a removed bum per assembly. Care must be taken to avoid damaging the painted surface of the rubber mouldings and the polished surface of the bumper finisher during the removal and dismantling operations . Front bumper assembly- To remove and fit (see fig. S25-1) 1. If bumper mounted fog lamps a re fitted proceed as follows. Disconnect the battery. Locate and re Iease the elect ri ca I connectors (item 1 ). Then, manoeuvre the fog lamp looms clear of the lower body panel. 2. Withdraw the air conditioning ambient sensor (item 2) and the ice warning sensor, if fitted, (item 3) from their mounting blocks situated on the bumper beam. Secure the sensor leads safely until the bumper is refitted. 3. With the help of an assistant, support the bumper and remove the bolts and washers (item 4). Carefully withdraw the bum per assembly, noting the position and quantity ofthe spacing washers situated between the mounting unit adapters and the bum per beam. 4. Ifit is necessary to remove the bumper mounting units from the longerons proceed as follows. Remove the front wing undersheets (see Section S26) . To gain access to the bolts securing the rig ht-hand mounting unit it will be necessary to remove the oil cooler matrix (refer to Chapter E). Remove the bolts and washers (item 5), noting that the horns mounting bracket is positioned underneath one of the bolts securing the left-hand mounting unit. Withdraw the mounting units and aperture sea Is. 5. To set the length ofthe energy absorbing mounting units on cars conforming to a North American specification; also cars conforming to a 1989 model year Middle East specification, proceed as follows. The length of the unit is measured from the centre of the adapter to the centre of the outer securing bolt hole (see dimension A). To adjust the length of the unit, turn the piston rod adjusting nut (item 6) clockwise or anti-clockwise. When the length of the unit has been set apply a sma 11 amount of Casco MLF 13 thread locking compound to the adjusting nut. Apply silicone grease to the exposed threaded section of the piston rod, and protect the outer surface of the absorption unit with a light oil or grease. 6. To fit the bumper assembly reverse the removal procedure noting the following. Pack the ambient sensor and ice warning sensor mounting blocks with silicone grease, then slide the sensors into position. Front bumper assembly- To dismantle (see fig. S25-1 J 1. Remove the bumper assem biy (see Front bum per assembly- To remove and fit) . 2. Remove the screws, nuts, and washers (item 7) securing the number plate mounting bracket. 3. Release the nuts and washers (item 8) and remove the side mouldings. 4. Release the nuts and washers (item 9) and remove the front mouldings. 5. To remove the polished bumper finisher, it will be necessary to drill out the exposed pop rivets {item 10). Front bumper assembly - To assemble Isee fig. S25-1) Reverse the dismantling procedure noting the following. 1. Prior to fitting the bumper finisher, apply Keenomax C3 grease, or its equivalent, to the securing rivets (item 1 O). Also, apply Tectyl 175 corrosion prevention material, or its equivalent, to the areas of the aluminium beam that will come into contact with the stainless steel finisher. Th is will prevent corrosion caused by the contact of dissi milar metals. 2. Similarly, apply Keenom ax C3 grease, or its equivalent, between the securing screws and washers (items 7, 8 and 9) and the aluminium beam. Rear bumper assembly- To remove and fit (see fig. S25-2) 1. With the help of an assistant, support the bumper and remove the bolts, nuts, and washers (item 1) securing the mounting units to the longerons. Note than an exhaust mounting bracket is positioned underneath the bolts securing the rig ht-hand side mounting unit. 2. Withdraw the bumper slightly to disengage the side mou Iding retaining brackets, if fitted, (item 2). Then, remove the bum per a sse m b Iy and aperture seals . 3. To fit the bumper assembly reverse the removal procedure noting the following . If retaining brackets (item 2) are fitted, ensure that the side mou !dings are correctly secured . Ensure that the exhaust mounting bracket is replaced underneath the bolts securing the right-hand side mounting unit. Rear bumper assembly - To dismantle (see fig. S25-2) 1. Remove the bumper assembly (see Rear bumper assembly- To remove and fit) . 2. Release the bolts and washers (item 3). Then, remove the mounting units noting the position and quantity of the spacing washers situated between the adapters and the beam . 3. Release then uts and washers (item 4) and remove the side mouldings. 4. Release then uts and washers (item 5) and remove the front moulding. 5. To remove the polished bumper finisher, it will be necessary to d ri 11 out the ex posed pop rivets (item 6). 12/88 S25-4 Rear bumper assembly- To assemble (see fig. S25-2) Reverse the dismantling procedure noting the following. 1. Prior to fitting the bumperfinisher, apply Keenom ax C3 grease, or its equivalent, to the securing rivets (item 6). Also, apply Tectyl 175 corrosion prevention material, or its equ ivalent, to the areas of the aluminium beam that wil l come into contact with the stainless steel finisher. Th is will prevent corrosion caused by the contact of d issimilar metals. 2. Similarly, apply Kee no max CJ grease, or its equivalent, between the mild steel retaining washers (items 4 and 5) and the aluminium beam. 3. To set the length of the energy absorbing mounting units on cars conforming to a North American specification; also cars conforming to a 1989 model year Middle East specification, proceed as follows. The length of the unit is measured from the centre of the adapter to the centre ofthe outer securing bolt hole (see dimension A). To adjustthe length of the unit, turn the piston rod adjusting nut (item 7) clockw ise or anti-clo ckwise. When t he length of the unit has been set, apply a small amount of Casco MLF 13th read locking compound to the adjusting nut. A pply silicone grease to the exposed threaded sectio n of the piston rod, and protect the outer surface of t he absorption unit with a light oil or grease. Bumper height- To check (see fig . S25-3) 1. Position the car on a level surface. 2. Ensure that the tyres are inflated to the correct pressures {referto Chapter R). 3. Prior to measuring the bumper height, prepa re the car by adopting either of the fol lowing procedures. a. Fill the fuel tank. b. Place the gear range selector lever in the park position and switch on the ignition. If the low fuel warning panel illuminates, add 77 kg (170 lb) of ballast to the luggage compartment. The ballast should be positioned as close as poss ible to the fue l tank t rim panel. If the low fuel warn i ng panel fails to illuminate, "-2501 Fig. S25-2 A Rear bumper assembly 195 mm - 196 mm (7.680 in-7.730 in) 12188 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD 4 7 00 S25-5 ~1 ~ Fig. S25-3 A Bumper height 474 mm (1 B.66 in) minimum syphon fuel from the tank u nti I the pane I does illuminate. Then, add the specified ballast to th e luggage compartment. Switch off the ignition. 4. Measure the front and rear bumper height to the position indicated in figure 525-3. 5. If the bumper height is less than the specified minimum limit proceed as follows. To eliminate suspension stiffness as a possible cause of incorrect bumper height, drive the car both forwards and in reverse two orth ree times then bring the car gently to rest. Check the bumper height. If the bumper is within 1,5 mm (0.062 in) ofthe minimum height. the adapter to bumper beam mounting bolts should be removed and the spacing washer combination altered to produce an acceptable position. If the bumper height remains below the minimum limit, check the standing height of the car and adjust if necessary (refer to Ch apter H). 12/BB S25-6 ~ ~ Section S26 Exterior fittings Contents Pages Rolls-Royce Corniche/ Corniche II Bentley Continental Introd ucti on S26-3 S26-3 Safety procedures S26-3 S26-3 Radiator shell- To remove and fit S26-3 S26-3 Rolls-Royce radiator shell- To dismantle and assemble S26-3 Bentley radiator shell- To dismantle and assemble S26-3 Headlamp surround-To remove and fit S26-3 S26-3 Air dam- To remove and fit S26-3 S26-3 Front bumper fairings - To remove and fit S26-5 S26-5 Front wing undersheets -To remove and fit S26-5 S26-5 Wheel-arch finishers -To remove and fit S26-5 S26-5 Bonnet mouldingTo remove and fit S26-6 S26-6 Air intake grille panelTo remove and fit S26-6 S26-6 Sill mouldings- To remove and fit S26-6 S26-6 Sill tread rubbers - To renew S26-7 S26-7 Dao r to body sea Is -To renew S26-8 S26-8 Fuel filler door and hinge -To remove and fit S26-8 S26-8 Fuel filler door release solenoid- To remove and fit S26-8 S26-8 Luggage compartment lid badges- To remove and fit S26-B S26-8 Luggage compartment seal - To remove and fit S26-8 S26-8 Rear bumper fairing - To remove and fit S26-9 S26-9 Spare wheel carrierTo remove and fit S26-9 S26-9 12/88 Printed in England © Rolls- Royce Motor Cars Limited 1988 TSO 4700 S26-1 Section S26 Exterior fittings Introduction Prior to commencing work, ensure that a suitably prepared area is available to store any items of trim, etc., that are removed. Safety procedures The cleaner and adhesives referred to in th is section a re classified as highly flammable. For guidance on their use reference must be made to Section S3. Radiator shell- To remove and fit (see fig. S26-1) 1. Raise the bonnet. 2 . Remove the two setscrews and washers (item 1) securing the radiator shell to the lower mounting brackets. 3. Support the radiat or shell, then remove the setscrews and washers (item 2). 4. Remove the radiator shell assembly taking care not to damage the paintwork. 5. To fitthe radiator shell assembly reverse the removal procedure noting the fol lowing. Priorto fully tightening the shel I securing setscrews, carefully close the bonnet and check the shell to bonnet alignment. Adjust if necessary. Rolls-Royce radiator sh ell - To dismantle and assemble (see fig. S26-2) 1. Remove the radiat or shell assembly. 2 . Protect the polished suriace of the radiator shell with masking tape. Then, place it face downwards onto a suitably covered bench. 3. Slacken the Allen headed setscrew (item 1) until the mascot assembly can be withdrawn from the she II. Warning If a chrome finisher button (item 2) is f itted, care must be taken when unscrewing th e setscrew (item 1). A spring is situated underneath the button and could suddenly eject as the setscrew is released. 4. Remove the nuts, bolts, and washers (item 3) securing the vane assemb ly to t he radiator shell. Then, carefully withdraw the vane assembly. 5. To assemble the radiator shell reverse the dismantling procedure noting the following. Prior to securing the vane assembly, ensure that it is positioned centra Ily within the radiator shell. Bentley radiator shell - To dismantle and assemble (see fig . S26-3) 1. Remove the radiator shell assembly. 2. Protect the polished surface of the radiator shell with mask ing tape . Then, place it face downwards onto a su itably covered bench. 3. Remove the setscrews and washers (item 1) securing each vane assembly to the radiator shell. Then, carefully withdraw both vane assemblies. 4 . Release the nuts and spring washers (item 2). 12/88 Printed in Eng land © Rolls-Royce Motor Cars Limited 198B -- •' 1 I1 .,' ,\ ® J,, J !--e A2780 Fig. S26-1 Radiator shell mounting arrangement Then, remove the Bentley motif and nose trim. 5. To assemble the radiator shell reverse ope rations 1 to 4 inclusive. Headlamp surround-To remove and fit (see fig. S26-4) 1. To remove a headlamp surround proceed as follows . Remove the securing screw (item 1) from th e head lamp surround. Lift the surround and unhook it from the t wo upper retainers. 2. To fit the surround reverse the removal procedure. Air dam- To remove and fit (see fig . S26-4) 1. To remove the air dam/seal assembly, release the setscrews and w as hers (item 2) securing it to the lower body panel. 2. If it is necessary to renew the air dam seal proceed as fol lows. Using a suitable scraper, remove and discard the glued seal taking ca re not to damage the paintwork. Thoroughly clean the bonding surfaces of the new seal and the air dam using a cloth mo istened with Bostik Cleaner 6001. Allow to dry. Apply Apo llo Adhesive AX 2344 to the bondi ng surfaces of the seal and air dam. Allow five minutes for the adhesive to 'flash' dry, then press the seal into position using maximum hand pressure. Remove any excess adhesive using a cloth mo istened with Bostik Clea ner 6001. TSO 4700 S26-3 I~ ~ Fig. S26-2 Rolls-Royce radiator shell A2787 Fig. S26-3 Bentley radiator shell 12/88 S26-4 3. To fit the airdam / seal assembly reverse the removal procedure. 4. To fit the fairing/seal assembly reverse the remova l procedure. Front bumper fairings- To remove and fit (see fig. S26-4) 1. To gain access to the fairing securing setscrews (item 3) it may be necessary to remove the bumper assembly (see Section S25). 2. Release the setscrews and washers, then remove the fairingtseal assembly. 3. If it is necessary to renew a fairing sea l proceed as follows. Using a suitable scraper. remove and discard the glued seal taking care not to damage the paintwork. Thoroughly clean the bonding su rtaces of the new seal and the fairing using a cloth moistened with Bostik Cleaner 6001. Allow to dry. Apply Apo I lo Adhesive AX 2344 to the bonding surfaces of the seal and fairing. Allow five minutes for the adhesive to 'flash' dry, then press the seal int o position using maximum hand pressure. Remove any excess adhesive using a c loth moistened with Bostik Cleane r 6001. Front wing u nd ersheets - To remove and fit (see f ig. S26-4) 1. Raise the front of the car and remove the road wheels (see Chapter R). 2. Remove the self-tapping screws (item 4) secu ring the rear section of the unde rsheet to the va lance panel. Carefu lly break the sea l between the undersheet and the valance panel, then remove the rear sect ion of the u ndersheet. Repeat this operation to remove the front section of the u ndersheet. 3. To fit t he u ndersheets reverse the remova l procedure noting the following. To p revent possible water ingress, ensu re that the sealing st rips (item 5) are in good condition and that they form a waterproof seal when the undersheet s are fitted. Renew if necessary. Wheel-arch finishers- To remove and fit (see f ig. S26-4) 1. Each wheel-arch f i nisher is secured to the body 11 // Iii' 0 i~ ---;/I!-:= f;-------:..--,·'1~ ~ Sz.~ 0 ----·/------- E) - -------.;;____ _.:i;;.J / / •\2'1Sf. Fig. S26-4 Exterior fittings- Front 12188 Printed in Eng land © Rolls·Royce Motor Cars Limited 1988 TSD 4700 S26-5 using nine 0.125 in (3 mm) diameter stainless steel pop rivets (item 6). To remove a finisher, simply drill out the rivets taking ca re not to damage the polished surface of the finisher. 2. To fit a finisher reverse the removal procedure noting the following. Check that the sealing rubber is correctly fitted between the finisher and the body. Ensure that stainless steel pop rivets are used to secure the finisher. Bonnet moulding- To remove and fit (see fig. S26-5) 1. Raise the bonnet. 2. Remove the nut and plain washer (item 1) securing the front of the moulding. 3. To gain access to the rear securing nut, it will be necessary to unclip and remove the rear bonnet pad. Remove the exposed nut and plain washer (item 2). 4. lift the front of the moulding away from the bonnet panel and progressively d isengage the plastic retaining clips (item 3). Remove the moulding. 5. To fitthe moulding reverse the removal procedure noting the following. To ensure the correct retention ofthe moulding check that the clip retainers (item 4) situated in the bonnet panel are not damaged or excessively worn. Renew if necessary. Prior to fitting the moulding, apply a small amount of Bostik Seelastik, or its equiv a lent, around the base of the two moulding securing studs. Fig. S26-5 Air intake grille panel - To remove and fit (see fig . S26-5) 1. Raise the bonnet. 2. Remove the five setscrews and washers (item 5) securing the front of the grille panel. 3. Pull the g rille panel forward slightly to disengage the retaining clips (item 6) situated at the rear of the grille aperture. 4. Withdraw the panel to gain access to the windscreen washer hose. Disconnect the hose from the washer jet and remove the gri lle panel. 5. To fit the grille panel reverse the remova l procedure noti ng the following. Inspect the foam air intake filte r ( item 7) . If it is found to be damaged or excessively dirty it must be renewed. Ensure that the grille panel is secured by the rear retaining clips (item 6) . Sill mouldings- To remove and fit (see fig. S26-6) 1. Remove the nut and plain washer (item 1J securing the rear of the sill moulding. 2. To gain access to the front securing nut (item 2) it will be necessary to remove the rear section of the front wing undersheet (see Front wing undersheets To remove and fit). Remove the exposed nut and plain washer. 3. lift the front of the moulding/seal assembly away from the wing panel and progress ively disengage the plastic retain ing clips (item 3). Remove the mou lding . Bonnet moulding and air intake grille 12/88 S26-6 Fig. S26-6 Sil I fittings and door to body seals 4. If it is necessary to renew the sill mou Iding seal proceed as follows . Using a suitable scraper, remove and discard the glued seal taking care not to damage the paintwork. Thoroughly clean the bonding surfaces of the new seal and the moulding using a cloth moistened with Bostik Cleaner 6001. Allow to dry. Apply Apollo Adhesive AX 2344 to the bonding surfaces of the seal and mould i ng. Allow five minutes for the adhesive to 'flash' dry, then press the seal into position using maximum hand pressure. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001. 5. To fit the sill moulding/seal assembly reverse the removal procedure noting the following. To ensure the correct retention of the moulding, new retaining clips (item 3) should be fitted on assembly. 12/88 Printed in England ~ Rolls-Royce Motor Cars Limited 1988 Prior to fitting the moulding, apply a smal I amount of Bost ik Seelastik, or its equivalent, around the base of the two moulding securing studs. Sill treadrubbers- To renew (see fig. S26-6) l. To facilitate assembly, mark the position of the coach builder's nameplate (item 4) in relation to the sill panel. Then, unscrew and remove the nameplate. 2. Unscrew and remove the t read rubber retainer (item 5). 3. Using a suitable scraper, remove and disca rd the glued treadrubber taking care not to damage the paintwork. 4. Thoroughly clean the bonding surfaces of the new tread rubber and sill panel using a cloth moistened with Bostik Cleaner 6001. Allow to dry. 5. Apply Apollo Adhesive AX 2344 to the bonding surfaces of the treadrubber and sill. Allow five minutes TSD 4700 S26-7 ~ ~- ·' for the adhes ive to 'flash' dry, then press the treadrubber into position using maximum hand pressure. 6. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001 . Door to body seals- To renew (see fig . S26-6) 1. The door aperture seal (item 6) comprises of three sections glued together in a mitred joint at each lower corner. To renew a section ofthe seal proceed as follows. Careful ly pull a portion of the seal out of its retaining channel and progressively remove. Note that to remove the rear section of the seal it may be necessary to release the 'BC' post trim panel (see Section S21 ). Using a sharp knife, cut throug h t he glued mitred joint, then remove and discard the section of seal. When fitting a new section of seal, apply Loctite 495 adhesive to the mitred joint. 2. To renew the 'A' post seal (item 7) proceed as follows. Remove the self-tapping screw (item 8). Using a su itable scraper, remove and discard the glued sea I taki ng care not to damage t he paintwork. Thoroughly clean the bonding surfaces of th e new sea l and the body panel flange usin g a cloth moistened with Bostik Cleaner 6001. Allow t o dry. Apply Apol lo Adhesive AX 2344 to the bonding surfaces of the seal and body pane l flange. Allow five minutes fo r the adhesive to 'flash' dry, then press the seal into position using max i mum hand pressure. Remove any excess adhesive using a cloth moistened wit h Bostik Clea ner 6001 . Fuel filler door and hinge- To remove and fit (see fig. S26-7) 1. Open the fuel filler door. This can be achieved manually from the lever within the luggage compartment or electrical ly by depressing the button situated on the instrument facia . 2. Using a pencil, mark the position of the fuel filler door hinge in relation to the body. 3. Release the setscrews and wash ers (item 1), then remove the fuel filler door and hinge assem bly. 4. To fit the assembly, reverse the removal procedure noting the following. Prior to tig htening the setscrew s securing the hinge, al ign th e marks made during removal. Ensure t hat the fuel fille r doo r blends perfectl y with the body and that an equal clearan ce ex ists around the door. Fuel filler door release solenoid - To remove and fit {see fig. S26-7) 1. To gain access to the release solenoid it w ill be necessary to remove the front tri m panel from withi n the luggage compartment (see Sect ion S23 ). 2. Disconnect the battery . 3. Re lease the Lucar co n nectors (it em 2). 4. Remove the split pin (item 3) and washers securing the t rigger mechanism to the solenoid plunger. 5. Support the solenoid assembly, then remove th e three retaining nuts and washers ( item 4). Withdraw the solenoid assembly. 6. To fit the as sembly reverse t he removal procedure. Luggage compartment lid badges-To remove and fit (see fig . S26-8) 1. To gai n access to the badge securing nut s it w ill be necessary to unscrew and rem ov e the lug gage compartment lid hinge cov ers an d inner trim p an el (item 1). 2. Release the securing nuts and plain washers (item 2) from the appropriate badge. Then, carefully withdraw the badge taking care notto damage the pain1work. 3. Prior t o fitti ng a badg e, apply a small amount of Bostik Seel astik, or its equivale nt. around t he ba se of t he badg e secu ring studs. Fig. S26-7 Fuel filler door and release mechanism Luggage compartment seal- To remove and fit (see fig. S26-8) The luggag e compartment seal is a push-on fit over the body p anel flang es and can easi ly be removed and refitted . To re lease th e rear sectio n of the sea l fi rst 12/88 S26-8 unscrew and remove the stainless steel finisher (item 3). When removing the seal care must be taken not to damage the paintwork. Remove any excess adhesive using a cloth moistened with Bostik Cleaner 6001. 4. To fit the fairing/seal assembly reverse the removal procedure . Rear bumper fairing - To remove and fit (see fig. S26-B) 1 . 0 n ca rs fitted with the number plate lamps mounted on the bumper fairing proceed as follows. Unscrew and remove the lamp cover {item 4). Carefully prise the chromed shield from each lamp holder and remove the glass lens. Manoeuvre the rubber lamp holders down through the holes in the bumper fairing. 2. Release the fairing securing setscrews and washers (item 5). Then, remove the fairing/seal assembly. 3. If it is necessary to renew a fairing seal proceed as follows. Using a suitable scraper, remove and discard the glued seal taking care not to damage the paintwork. Thoroughly clean the bonding surfaces of the new seal and the fairing using a cloth moistened with Bostik Cleaner 6001. Allow to dry. Apply Apo Ila Adhesive AX 2344 to the bonding surfaces of the seal and fairing. Al low five minutes for the adhesive to 'flash' dry, then press the seal into position using maximum hand pressure. Spare wheel carrier- To remove (see fig. S26-9) 1. Remove the rubber access plug situated underneath the luggage compartment f loor carpet (item 1 ). 2. To release the spare wheel retainer (if fitted) proceed as follows. On cars fitted with pressed steel wheels, t u rn the retainer locking arm to its horizontal position (see inset A). Then, press the retainer arm to its fu lly down position. On cars fitted with aluminium alloy wheels, pull the retainer locking armful ly rearward (see inset B). 3. Using the wheel nut spanner and bar provided in the tool kit, turn the carrier lowering bolt (item 2 ) anti-clockwise until further rotation is prevented. 4. If a spare wheel carrier lifting tube (item 3) is fitted proceed as follows. Remove the protective cover from the Iifti ng tu be and insert the whee l nut spanner bar. Lift the rear of the carrier sufficiently to either clear the support hook (item 4) or to allow the lowering tube to be disengaged from the slotted carrier support bracket (item 5). r, 2790 Fig. S26-8 Exterior fittings - Rear 5/89 Printed in England @ Rolls-Royce Motor Cars Limited 1 989 TSO 4700 S26-9 Pivot the lowerlng tube assembly clear, then lower the rear of the carrier to the ground. Remove the bar and slide the spare wheel from the carrier. 5. On carriers not fitted with a lifting tube proceed as follows referring to inset C. Slide the spare wheel from the carrier. To facilitate assembly, scribe the position of the large washer (item 6) onto the lowering tu be assembly. Support the rear of the carrier. Then, remove the nut and washer (item 7). Pivot the lowering tu be assembly clear and lower the rear of the carrier to the ground. 6. Remove the nuts and washers (item 8) from the carrier pivot bolts. 7. Support the carrier, then withdraw the pivot bolts and washers. Lower the carrier to the ground. I J--------- - Spare wheel carrier- To fit (see fig. S26-9) Reverse the procedure given for removal noting the following. 1. Lubricat e the lowering bolt and the two carrier pivot bolts wit h Rocol MTS 1000 grease, or its equivalent. 2. Check the condition of the rubber bushes (item 9). Renew if necessary. 3. Prior to fitti ng the carrier, ensu re that the distance tu bes (item 10) are in position. 4. When th e carrier is fully raised, check that the spare wheel is securely clamped against the underside of the luggage compartmentfloo r. lfthewheel is not securely held, adjust the position of the carrier as follows. Carriers fitted with a lifting tube. Lower the carrier slightly by loosening the - 1 \ '· A279t Fig. S26-9 Spare wheel carrier 5/89 S26-1 O i ~/ operating bolt two or three complete turns. On carriers fitted with a support hook (item 4) proceed as follows. Support the carrier. Th en, raise the support hook by turning each adjusting nut (item 11) clockwise one or two complete turns. Raise the carrier and check that the spare wheel is securely held. If necessary repeat the adjustment operation. On carriers fitted with a slotted support bracket (item 5) proceed as follows. Supportthe carrier. Then, loosen the support bolt securing nut (item 12}. Move the carrier support bolt to a higher position within the adjustment slot. Then, tighten the securing nut. Raise the carrier and check: that the spare wheel is securely held. If necessary repeat the adjustment operation. Carriers not fitted with a lifting tube. Lower the carrier slightly by loosening the operating bolt two or three complete turns. Support the carrier. Then, Ioose n the securing nut (item 7) . Move the carrier securing bolt to a higher position within the adjustment slot. Then, tighten the securing nut. Raise the carrier and check that the spa re wheel is securely held. If necessary repeat the adjustment operation. 5. Check that the spare wheel is positioned with the tyre valve aligned with the access hole in the luggage compartmentfloor. 6. Ensure that the spare wheel retainer {iffitted) passes through the centre of the wheel and is locked i nto position. 5189 Printed in England © Rolls-Royce Motor Cars Limited 1 989 TSD 4700 526-11 Section S28 Seat belts Contents Pages Rolls-Royce Bentley Comiche/ Continental Corniche II S2B-3 S28-3 Front seatbelt-To remove S28-3 S28-3 Front seat belt- To fit 528-4 S28-4 Rear seat belt-To remove 528-5 S28-5 528-5 S28-5 Introduction Rear seat belt-To fit 2/89 Printed in England © Rolle-Royce Motor Cars Limited 1989 TSD 4700 S28-1 Section S28 Seat belts Introduction Lap and diagonal retractable seat belts are provided for the driver and front seat passenger. Lap belts a re provided in the rear compartment for two rear seat passengers . The lap belts are retractable on cars conforming to a North American specification, and static for all other markets. If a seat belt requires cleaning, sponge the webbing with warm soapy water. Do not use bleaches or dyes as they may impair the efficiency and safety of the seat belts. Warning In the event of a vehicle being involved in an accident of sufficient severity to cause damage to the front longerons, al I the seat belts worn by occupants at the time of the impact must be rep laced. If an impact results in local damage to any of the seat belt anchorage points, then that particular seat belt must be replaced irrespective of whether the belt was worn or not at the time of the impact. In the event of a rear impact, the severity of the damage must be judged and if any doubt the occupied seat belts must be replaced . Front seat belt- To remove (see fig. S28-1) 1. Using the seat adjustment controls, move the front seat forward to the full extent of its travel. 2. On cars other than those conforming to a North American specification, remove the bolts and washers {item 1) securing the slider bar. Release the belt webbing from the slider and allow the seat belt to carefully retract. 3. On cars conforming to a North American specification, carefu Ily prise the plastic cover from the lower anchorage bolt (item 2). Remove the bo lt and washer and allow the seat belt to carefully retract. 4. To remove the 'BC' post trim panel proceed as follows. Remove the two screws and cup washers (item 3). Then, carefully lift off the waist rail finisher and tri m roll assembly. Remove the two screws and cup washers (item 4) securing the top of th:: 'BC' po~;t trim panel. Turn back the floor carpet then remove the exposed screw and washer (item 5). Carefully remove the tri m panel, noting thatthe rear of the panel is secured by Velcro fasteners (item 6). 5. Unscrew and remove the seat belt guide (item 7). 6. Carefully prise the plastic cover from the upper anchorage bolt (item 8). Remove the bolt and washer and release the belt. 7. Peel back the floor soundproofing material to expose the reel mechanism cover plate (item 9) . Then, 2/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 ~1 .JO ' Fig. S28-1 Front seat belt rem ova I remove the setscrews securing the cover plate. Remove the plastic edge protector (item 10) and gu ide the webbing t hrough the slot provided. Remove the cover plate. 9. Remove the two bolts and strengthening plate (item 11 J situated underneath the sill pane l. Then, withdraw the seat belt reel assembly. 10. To remove the seat belt stalks from the transmissiori tunnel proceed as follows. 8. TS O 4700 S28-3 ~ ~ Peel back the transmission tunnel carpet to expose the stalk anchorage bolts (item 12). Remove the bolts and washers and withdraw t he stalk. On cars conforming to a North American specification, disconnect the battery then release the Lu car connectors from the electrical lead protruding from the driver's side seat belt stalk. Front seat belt- To fit (see fig. S28-1 ) Reverse the procedure given for removal noting the following. 1. Ensure that the seat belt reel assemblies a re mounted vertically in the sill recess. 2. Torque tighten the seat belt anchorage bolts (items 1, 2, B, and 12) to between 34 Nm and 41 Nm (3,4 kgf m and 4, 1 kgf m; 25 !bf ft and 30 lbf ft). 3. Check that the plastic edge protector (item 1O) is fitted to the reel mechanism cover plate, preventi ng possible chafing of the seat be lt webbing. 4. Fully ext end the seat belt webbing and check that the belt retracts fully when released . 5. To check t hat the seat belts are operating correctl y proceed as fol lows. Select an open stretch of road . Then, when the road is free from any potential danger, accele rate the car to 24 km/ h (15 mile/h ) and brake sharply . Ensure that the belts lock and subsequently re lease. An addit ional check should be made by fitting the belt and then giv ing the webbing of t he diagona l belt a sharp pull. Ensure that the belt locks, then retracts when the tension is released. Fig. S28-2 Rear seat belt removal 2189 S28-4 Rear seat belt- To remove (see fig. S28-2) 1. To gain access to the rear seat belt anchorage bolts it wi II be necessary to remove the seat cushion and squab assembly as follows. Remove the two screws and cup washers {item 1 ) securing the lower corners ofthe seat cushion . Lift the front of the cushion to disengage the retaining pegs (item 2). Then, pull the cushion clear of the squab and remove. Remove the two exposed setscrews and washers (item 3) securing the base of the squab assembly. Lower the centre a rm rest, th en carefully pu II down the elasticated backing panel to expose the squab fixings (item 4 ). Remove the two screws and washers, then carefully allow the e Iasti cated backi ng panel to retra ct and raise the arm rest. Lift the squab slightly to disengage it from the hoodwell flange. Then, manoeuvre the squab clear of the rear quarter trim. When removing the squab from the car, care must be taken to avoid damage to surrounding trim by the protruding brackets fitted to the base ofthe assembly. 2. Remove the exposed an chorage bolts (item 5) and withdraw the seat belt stalks . 3. On cars other than those conf9rming to a North American specificatfon, remove the seat belt anchorage bolts and washers {item 6) . Then, thread the belt webbing through the running loop (item 7) and remove. 4. On cars conforming to a North American specification, unscrew and remove t he seat belt webbing guide (item 8). Then, remove the exposed anchorage bolt (item 9) and withdraw the reel mechanism. Rear seat belt- To fit (see fig . S28-2) Reverse the procedure g iven for removal noting the following. 1. Torque tighten the seat be lt anchorage bolts (items 5, 6 and 9) to between 34 Nm and 41 Nm (3,4 kgf ma nd 4, 1 kgf m; 25 lbf ft and 30 I bfft). 2. Ensure that the reel mechanisms {if fitted) are mounted vertically. 3. To ch eek the o per at ion of the retracta b Ie seat be Its proceed as follows . An assistant will be requ i red to occupy a rear seat position during the test. Select an open stretch of road . Then, when the road is free from any potenti a I danger, accelerate the car to 24 km /h ( 15 m ile/h) and brake sharply. Ensure that the belts lock and subsequently release . 2/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 TSD 4700 S28-5 Section S32 Special torque tightening figures Introduction This section contains the special torque tightening figures applicable to Sections S20 to S31 inclusive. For standard torque tightening figures refer to ChapterP. SectionS20 Components used during manufacture of the vehicle have different thread formations (Metric, UNF, UNG, etc.). Therefore, when fitting nuts, bolts, and setscrews it is important to ensure that the correct type and size of thread formation is used. Ref. Component Nm kgfm lbfft 1 Door hinge-Atlen headed setscrews 23-34 2,3-3,4 17-25 2 Door hinge- hexagonal headed setscrews 23-34 2,3-3,4 17- 25 3 Striker pin lock-nut- 'B' post 27-33 2,8-3,3 20-24 4 Door latch -countersunk setscrews 4,1-6,1 0,4-0,6 3-4.5 5 Front seat belt to 'B' postbolt 34-41 3,4-4, 1 25-30 A2846 SectionS28 2/89 Printed in England ~ Rolls-Royce Motor Cars Limited 1989 TSO 4700 S32-1 Ref. Component Section S28 Nm kgfm lbfft 6 Front seat belt slider barbolts 34-41 3,4-4,1 25-30 7 Front seat belt to si11- bolt 34-41 3,4-4, 1 25-30 8 Front seat be It reel mounting bracket-bolt 34-41 3,4-4,1 25-30 9 Front seat belt stalk to tunnel - bolt 34-41 3,4-4,1 25-30 1O Rear seat belt to squab panel - bolt 34-41 3,4-4,1 25-30 A2849 A2850 1-- Dq.~ . ~ ~ !§ A2851 A.2652 A2B70 2189 S32-2 SectionS28 Ref. Component Nm kgfm lbfft 11 Rear seat belt reel to squab-bolt 34-41 3,4-4,1 25-30 12 Rear seat belt stalk to squab panel- bolt 34-41 3,4-4, 1 25-30 1\2971 1\2672 2/89 Printed in England © Rolls-'Royce Motor Cars Limited 1989 TSO 4700 S32-3 Section S33 Workshop tools This section contains the workshop tools applicable to Sections S20 to S31 inclusive. RH9623 Windscreen wiper arm extractor tool RH 9778 Door latch striker pin holding tool RH 9779 Door latch striker pin setting piece 2/69 Printed in England ~ Rolls-Royce Motor Cars Limited 1989 TSO 4700 S33-1 Chapter T Transmission Contents Sections Rolls-Royce Bentley Eight Silver Spirit Silver Spur Corniche/ Corniche II Contents and issue record sheets T1 T1 T1 T1 T1 T1 T1 Introduction T2 T2 T2 T2 T2 T2 T2 Servicing T3 T3 T3 T3 T3 T3 T3 Testing T4 T4 T4 T4 T4 T4 T4 Removal of units T5 T5 T5 T5 T5 T5 T5 Gearcha nge actuator T6 T6 T6 T6 T6 T6 T6 Transmission -To remove and fit T7 T7 T7 T7 T7 T7 T7 Torque converter TB TB TB TB TB TB TB Vacuum modulator and valve T9 T9 T9 T9 T9 T9 T9 Governor assembly T10 T10 T10 T10 T10 T10 T10 Speedometer drive T11 T11 T11 T11 T11 T11 Tll Sump and intake strainer T12 T12 T12 T12 T12 T12 T12 Control valve unit T13 T13 T13 T13 T13 T13 T13 Rear servo T14 T14 T14 T14 T14 T14 T14 Detent solenoid, control valve spacer, and front servo T15 T15 T15 T15 T15 T15 T15 Rear extension T16 T16 T16 T16 T16 T16 T16 Oil pump T17 T17 T17 T17 T17 T17 T17 Control rods, levers, and parking linkage T1B TlB T18 T1B TlB T1B T1B Turbine shaft, forward and direct clutches, sun gear shaft, and front band T19 T19 T19 T19 T19 T19 T19 Intermediate clutch, gear unit, centre support, and reaction carrier T20 T20 T20 T2D T20 T2D T2D Transmission case T21 T21 T21 T21 T21 T21 T21 Fault diagnosis T22 T22 T22 T22 T22 T22 T22 Special torque tightening figures T23 T23 T23 T23 T23 T23 T23 Workshop tools T24 T24 T24 T24 T24 T24 T24 7/87 Printed in England © Rolls-Royce Motor Cars Limited 1 987 Mulsanne/ Turbo R Mulsanne S Continental TSO 4700 T1-1 I ~ Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections T1 I T2 1 2 3 4 5 I no T3 T4 T5 T6 T7 TB T9 11/88 11/88 11/88 7/87 7/87 7/87 7/87 7/87 4/90 7/87 7/87 7/87 4/90 11/88 11/88 11/88 11/88 11/88 11/88 7/87 7/87 7/87 7/87 I Page No. 7/87 11/88 11/88 4/90 11/88 4/90 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Sections T11 T12 T13 T14 T15 T16 T17 T18 T19 T20 11/88 8/87 11/88 8/87 8/87 4/90 4/90 8/87 4/90 4/90 4/90 4/90 8/87 8/87 8/87 8/87 8/87 8/87 8/87 8/87 8/87 8/87 8/87 8/87 8/87 8/87 8/87 8/87 8/87 8/87 8/87 4/90 4/90 Page No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 11/88 8/87 8/87 16 17 18 19 20 21 22 23 24 4/90 Printed in England © Rolls-Royce Motor Cars Limited 1990 TSD 4700 T1-3 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections Page No. I 1 T21 9/87 9/87 9/87 9/87 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 l T22 I I 9/87 9/87 9/87 9/87 9/87 9/87 9/87 9/87 9/87 9/87 9/87 9/87 9/87 9/87 11/88 11/88 11/88 T23 9/87 9/87 9/87 9/87 I T24 4/90 Sections Page No. 1 2 3 4 5 6 7 8 9 10 ------------------------------------- 11 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12 13 14 15 16 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17 18 19 20 21 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22 23 24 4/90 Printed in England © Rolls-Royce Motor Cars Limited 1990 TSO 4700 T1-5 ~ ~ Section T2 Introduction The torque converter transmission is a fully automatic unit, consisting primarily of a three -element hydraulic torque converter and a compound planetary gear train. Three multiple-disc clutches, one roller clutch, one sprag clutch, and two friction bands, provide the elements which are required to obtain the desired functions of the gear train. A name plate is fitted to the right-hand side of the transmission, toward the centre of the case. The serial number is prefixed by either the letters RHA, AJA, RNA , or ANAB, and the year in numerals. On 1989 model year transmissions, the serial number is prefixed by either the letters RDA. AKA, ALA, AMA, or RMAB, and the year in numera Is. The torque converter, clutches, and rollers connect the engine to the planetary gears with the aid of pressurized transmission fluid. Three forward gears and reverse are provided. When necessary, the torque convener will supplement the gears by multiplying engine torque. The torque converter is of welded steel construction and cannot be dismantled. The unit is made up of two vaned sections which face each other across a fluid filled housing. The pump half of the converter is connected to the engine and the turbine half is connected to the transmission . When the engine is running the converter pump rotates and throws fluid against the turbine, causing the turbine to rotate. The fluid then returns to the pump in a circular flow and continues this cycle as long as the engine is running. The converter also has a smaller vaned section, called a stator, which directs the fluid back to the pump through smaller openings at greater speed. The speeded-up fluid imparts additional force to the engine driven converter pump. thus multiplying engine torque. A hydraulic system pressurized by an internal/external gear type of pump provides the working pressure required to operate the friction elements and automatic controls. External control connections The external control connections to the transmission are. 1. An electric gearchange actuator, connecting rod, and levers. The actuator responds to an electrica I signal from a switch on the steering column, then moves the gear change lever on the transmission to the required position . 2. Engine vacuum which operates a vacuum modulator unit. 3. 12 volt electrical signals to operate an electrica I detent solenoid. Gear and torque ratios The gear or torque ratios of the transmission a re. 11 /88 Printed in England © Rolls-Royce Motor Cars Limited 1988 First Second Third Reverse 2.5:1 1.5:1 1.0 :1 2.0 : 1 Each gear ratio can be multiplied by as much as 2.2, depe11 ding upon the slip speed of the converter pump and turbine . Vacuum modulator A vacuum modulator is used to automatically sense engine torque inp ut to the t ransmission. The modulator transmits this signal to the pressure regulator which controls main line pressure . This ensures that all the torque requirements of the transmission are met and that the correct gear change spacing is obtained at all throttle openings. Detent solenoid The detent solenoid is activated by the th rattle position switch, mounted on the end of the primary th rattle spindle. When the pedal is in the kick-down position, the switch is closed; the solenoid in the transmission is then activated and a down-change will occur at speeds below 129 km/h (80 mile/h). At lower speeds a down-change will occur at smallerthrottle openings without the aid of the throttle position switch assembly, or the solenoid , Heat eKchanger The heat exchanger for the transmission fluid is situated in the bottom of the radiator matrix (see fig. T2-1). Selector positions The transmission quadrant has six selector positions which enable the driver to control the operation of the transmission under vary i ng drivi ng conditions . The six selector positions appear in the following sequence, from left to right ; P - Park, R - Reverse, N Neutral, D- Drive, I- Intermediate, and L- Low. The engine can only be started in the park and neutral positions. P - Park position positively locks the output shaft to the transmission case by means of a locking pawl and prevents the car from rolling either backward or forward when parked on a steep incline. A - Reverse en ables the car to operate in a reverse direction. N - Neutral enables the engine to be started and run without the car moving. D- Drive is used for all normal driving conditions and maximum economy . Drive range has three gear ratios, from starting to direct drive. Fo reed down TSO 4700 T2-1 changes are available for safe and rapid overtaking, by fully depressing the accelerator pedal. I - Intermediate adds new performance for congested traffic conditions or hilly terrain. This range has the same starting ratio as D, but prevents the transmission from changing above second gear; acceleration is retained when extra performance is required. The engine can be used to ass ist braking in th is range. L- Low range permits operation at a lower gear ratio and should be used when maxi mum torque multiplication is required or, when descending a steep gradient. When the selector lever is moved from drive (D) to low (L) at normal road speeds, the transmission will change to second gear and rema in in second gear until the speed of the car is reduced to the normal 2-1 down-change speed. The transmission will then change down to f irst gear and remain in first gear regardless of car speed or engine revolutions, until the selector lever is moved into either the drive (D) or the intermed iate (ll position . Hydraulic system Pressure control The transmission is control led automatically by a hydraulic system . Hydraulic pressure is supplied by the transmission oil pump, which is engine driven. Main line oil pressure is controlled by a pressure regulator valve train which is located i n the pump and by the vacuum modulator which is connected to engine va cuum. The pressu re regulator controls main line oil pressure automatically, in response to a pressure 1 2 I \ 3 I ' \ I \ I I \ signal from a modulator va lve. Th is is done in such a manner, that t he torque requ irements of the transmission clutches a re met and correct gearchange spacing is obtained at all throttle o penings. To control line pressure , a modulator pressure is used. This pressure varies in t h e same manner as torque input to the transmission . Since the torque input to the clutches is the product of engine torque and converter ratio, modulator pressure must compensate fo r changes in either o r both of these. To meet these requ irements, m odu Iator pressure is regulated by engine vacuum, which is an ind icator of engine torqu e and throttle open ing. It wi ll decrease as the car speed increases to compensate for the changing converter torque ratio . Vacuum modulator assembly The engine vacuum signal is rece ived by the v acuum modulator, which comprises an evacuated metal bellows, a diaphragm, and two springs. The assembly is so arranged that the be ll ows and external spring apply a force th at acts on the modulator valve so t hat it increases modulator pressu re. To control modu lato r pressure, engine vacuum and an internal spring oppose the bellows and external spring. To redu ce the effect of altitude on change point s, the effective area of the diaphragm is different than that of the bel lows. Atmospheric p ressure acts on the resulting d iffe rential area to reduce modulator pressure. Governor assembly The speed of th e car is sign alled to t he transmission by a governor which is d ri ven by the transmission output shaft. The governor is comprised bas ically of a va Ive body, a regulator va Ive, and flyweights. Centrifuga I force causes the fl yweights to act on the regulato r va Ive. The valve t hen regulates a pressure sig nal which increases with road speed. Governo r pressure acts on the modulator valve to cause modu Iator pressure t o d ec rease as the speed of the ca r increases. J \ I ~ - - - - - - - -- -- - - -- - -- - --11:?...l.ll. Fig. T2-1 1 2 3 Heat exchanger system Transmission fluid to heat exchanger Transmission fluid from heat exchanger Coolant radiator with heat ex changer in bottom t ank 11188 T2-2 l~'I Section T3 Servicing Careful and regular maintenance of the transmission is necessary to ensure maximum reliability. For details of the servicing and maintenance requirements of the transmission, refer to the Se rv ice Schedule Manual - TSO 4702. It is absolutely essential that attention be paid to cleanliness whenever the inte rior of the transmission is exposed and when work is being carried out on a particular unit belonging to the transmission. The smallest particle of di rt in the o i I may interfere with the correct operation of the valves, particularly in the control valve unit. A list of approved transmission fluids is given in Chapter D. Fluid level- To check and top-up The fluid level in the torque converter transmiss ion can be checked accurately only when the car is standing on a level surface, the engine is running at the idle speed , and the transm ission flu id is at norm al operating temperature, approximately 77°C (170°F). This is only obtained after 24 kil ometres (15 miles ) of highway/motorway driving or after 16 kilometres (10 miles) of city driving. As an initial check, the fluid level may be che cked after starting from cold as follows. 1. With the car on a level surface. apply the parking brake and chock the road wheels. 2. On four door cars, remove the protective cover from the windscreen wiper mechanism to gain access to the dipstick. Ensure that the following safety procedure is undertaken to iso late the mechanism prior to removing the cover. Ensure that the wind screen wiper control switch situated on the facia is in the off position. Remove a windscreen wiper relay, preferably number three (see fig. T3-1 ). To remove the relay pull it vertical ly from its mounting. Always clean the top of the dipstick before removing it from the fi Iler tube. 3. Start and run the engine for three to four minut es with t he gear range selector in th e park position . Allow the engine to achieve a normal idle speed . 4, Whilst sitting in the driving seat, firmly apply the footbrake and move the gear range selector through the fu 11 range of gear positions pausing briefly in each range. Return the selector to the park position . 5. Immediately check the flui d level with the engine running at idle speed . The level sho u Id be 25 mm (1 in) below the FU LL HOT mark on the dipstick. Top-up to this level if nec essary. Important When checking the fl uid level with the engine running, take care to avoid any moving parts such as driv e belts, pull eys, fan blades, etc. Care should also be taken 11188 Printed in England © Rolls-Royce Motor Cars Limited 1 988 Fig. T3-1 A Transmission filler tu be and dipstick Removing the windscreen wiper mechanism cover. The arrow indicates the wiper motor relay removed B Withdrawing th e dipstick from the fi ller tube C Wiper motor relay location (1989 model year four door cars ) D Dipstick markings to avoid contact with hot engin e components. After t his initial check a fu rther check should be carried out as follows. 6. Drive the car for approx imately 24 kilometres ( 15 miles) of highway/motorway driving or 16 kilomet res (10 mi les) of city driving. Th is should ensure the transmission has reached norma l operating temperature. It is essential th at this tern peratu re is attained. Do not top-up the fluid leve l to the FULL HOT ma rk on the dipstic k when the fluid is only warm, as th is w i ll result in an overflow situation when the normal operati ng te mperature is attained. Overfilli ng will result in fluid being discharged from th e transm ission breather pipe. TSD 4700 T3-1 7. Position the car on a level surface, firmly apply t he parking brake and select park with the gear selector lever. 8. Carry out the procedure described for the initial check (Ope rations 2 to 5 inclusive). 9. With the transmission fluid at normal operating temperature the lev el of the fluid should be within t he cross hatched area marked on the di pstick (see fig. T3-l ). 10. If necessary add fluid by pou ri ng it down the f i lier tube, with the engine still runn ing, until the flu id is to the FULL HOT mark on the dipstick. Do not overfill. 11. When the flu id level is correct, switch off the engine and fit the windscreen wiper mechanism cover a~d relay. To drain the sump and renew the intake strainer 1. Position the car on a ramp. 2 . Place a c lean container having a m inimum capacity of 3 litres (5 Imp pt, 6 US pt ) beneath the drain plug situated on the corner of t he transmission sump (see fig. T3-2). 3 . Remove the drain plug and a/low the oil to dra in from the sump . 4. Remove the setscrews secu ri ng the transmission sump and lower the sump. Discard the gasket . 5. Unscrew and remove the stepped bolt securing the intake pipe and strainer assembly to the transmission casi ng. Remove the strainer assembly. 6. Discard the intake strainer but reta i n the intake pipe which connects the strainer to th e casing . 7. Fit a new rubber 'O' ring onto the intake pipe , lubricate the 'O' ri ng with clean transmission flu id . 8. Ensure a new rubber sea l is fitted to the bore in the new intake strainer. Fit the stra iner to the intake pipe and secure the strainer with the stepped bolt . 9. Torque tighten the bolt to 14 Nm (1,4 kgf m, 10 lbfft). 10. Fit the transmission sump using a new gasket. Torque tighten th e setscrews to between 8 Nm and 14 Nm (0,9 kgf m and 1.4 kgf m; 6 lbfft and 10 lbfft), 11. Add 4,5 litres (8 Imp pt, 9.6 US pt) of an approved flu id to the sump, pouring the flu id down the filler tube. Note W hen draining the sump b ut not renewing the intake strainer, add on ly 2,8 litres 15 Imp pt, 6 us pt). 12. Check the flu id level as descri bed under the heading, Fluid level -To chec k and top-up. Transmission unit (dry) - To fill The fluid capacity of the torque converter transmiss ion, including the t orque converter, is approximate ly 10,6 litres (18.75 Im p pt, 22.5 US pt), but the correct level is determ ined by the marks on the dipstick rather than by the quant ity of flu id added. It is i mportant that the correct level is maintained. When the transmission has been ov erhauled or a new one fitted and a co mplete f il l is requ ired, including t he torque converter, proceed as fo l lows. 1. Pour ap proximately 6,5 lit res {11.5 Imp pt, 14 US pt) down through the filler tube. 2. With the car on a level surface, apply th e park ing brake and choc k the road whee ls. 3. Start and ru n the engine for three to four minut es w ith the gea r range selector in the park pos itio n. Al low the engine to achieve a normal idle speed . 4. Wh ilst sitting in the drivi ng seat, firmly apply the footbrake and m ove the gear rang e selector through the fu II range of gear .positions pau sing briefly in ea ch range. Return th e selector to t he park position. 5. Immediately check the flu id level with the eng i ne running at id le speed. The leve l should be 25 mm ( 1 in) below the FULL HOT mark on t he dipstick. Top-up to this level if necessary. 6. Drive th e car for ap proximately 24 kilometres (15 miles) of hig hw ay/moto rway driving or 16 ki lomet res (10 miles ) of city driving. This shou ld ensure the transmission has reached normal operating temperature. It is essential that this temperature is attained. Do not top-u p t he fluid level t o t he FULL HOT mark o n the dipstic k when t he fluid i s o n ly w arm, as this will result in an ove rflow situati o n when th e norm al operating t emperature is attained. Overfilling w ill result in flu id be ing discha rged from the transm ission breathe r pipe. Top-up if necessary, as described under t he heading, Flu id l evel -To check and t op-up. The t ra n sm ission sump shou ld be drained at th e intervals specif ied in th e Serv ice Schedule M anu al TSD 4702. New fluid should be ad ded to maintain the correct leve l on t he dipstick. The fluid i ntake system in co rpo rates an intake strainer. Th is st rainer should be renewed at the intervals specified in the Se rvi ce Schedule Manua l. In the event of a major failu re in the transmission , th e strainer must be ren ew ed. Transmission unit- To check for leaks Fig . T3-2 Transmission sump drain plug Whenever the transmission has b een dismantled, completely or pa rtially, the following procedure must be observed t o minimise the possib ility of fluid leakage. 1. Always fit new g askets and ' O' r ing seals. 11/ 88 T3-2 2. Use a small amount of petroleum jelly to hold a gasket in position during assembly. 3. Do not use a sealing compound (e.g. Wellseal) with a gasket. 4. Ensure that the cork and paper gaskets a re not wrinkled or creased when fitted, or have distorted during storage. 5. Ensure that the square-sectioned 'O' rings a re correctly fitted and a re not twisted. 6. Ensure that a 11 mating faces are clean and free from burrs and damage. 7. Torque tighten bolts, setscrews, etc., to the torque figures given in Section T23 and Chapter P. 8. When examining the transmission for leaks, determine whether the flu id originates from the transmission or the engine. The origin a I factory fil I flu id is red in colour, this assists in Iocating the source of leakage. If however, the colour can not be detected in the transmission flu id, add a red an iii ne dye preparation to the fluid. Red dye appearing in the lea king flu id wil I positively identify the source of the leak. If the flu id is known to be leaking from the transmission, examine the following areas. Front end It will be necessary to remove the bell housing bottom cover and the lower front cover plate in order to examine the transmission for leakage at the front end. To correct a leak at the front end, the transmission will have to be removed from the car. 1. If the pump oil seal is suspected of leaking fluid, ensure that the seal has been correctly fitted and is not damaged. When fitting a new seal (see Section T171 ensure that the seal bore in the case is clean. Examine the finish on the converter neck and the bearing surface in the pump body. 2. Examine the pump square-sectioned 'O' ring and the gasket for damage, renew if necessary. 3. Ensure that the 'O' rings on the pump securing setscrews are not damaged. 4. Examine the torque converter for leakage Isee Section TS). Rear extension 1. Examine the rear extension housing oil sea I for damage. 2. Examine the finish on the sliding coupling. 3. Ensure that the gasket fitted between the joint faces has been correctly fitted and is not damaged. 4. Check the securing setscrews far correct torque tightness (see Section T23). 5. Examine the housing for cracks or porosity. Transmission case 1. Examine the speedometer electronic impulse transmitter drive 'O' ring and lip-type seal. Ensure that the securing setscrew is torque tightened. 2. Examine the governor cover gasket. Ensure that the setscrews are torque tightened (see Section T23). 11/88 Printed in England ~ Rolls-Royce Motor Cars Limited 1988 3. Examine the electrical connector 'O' ring for damage. 4. Examine the parking pawl shaft cup plug for damage. 5. Examine the manua I sh aft Ii p sea I for dam age. 6. Examine the vacuum modulator 'O' ring for damage. Ensure the retaining setscrew is torque tightened (see Section T23). 7. Examine the vacuum modulator for possible damage to the diaphragm. Note If the transmission is found to be consistently low on fluid, check the modu Iator to ensure that there is no split in the diaphragm. Apply suction to the vacuum tube and check for leaks. A split diaphragm wou Id a Ilow transmission flu id to be drawn into the engine induction manifold and vacuum line. This condition can usually be detected because the exhaust will be excessively smokey due to the transmission flu id being added to the combustion mixture. 8. Examine the sump gasket. Check the torque tightness of the securing setscrews (see Section T23). 9. Check the torque tightness of the main Ii ne pressure tapping plug (see Section T23). 10. Examine the breather pipe for damage. 11. Ensure that the transmission has not been ove rfil Ied. 12. Check for coolant in the transmission fluid. 13. Examine the case for cracks or porosity. 14. Ensure th at the pump to case gasket is not incorrectly p os iti on ed. 15. Ensure that foreign matter is not between the pump and case, or between the pump cover and body. 16. Ensure that the breather hole in the pump cover is not obstructed. 17. Ensure that the 'O' ring on the filter assembly is not cut. Heat exchanger connections Ensure that the heat exchanger transmission fluid pipes are correctly fitted and are not damaged. Ensure that the nuts a re tight. Dipstick and filler tube Examine the rubber gram met for leaks. Internal leaks Ensure that the ma nu al Iinkage is set correctly before removing the sump, as incorrect settings can cause internal lea ks at the valves. lfthe manual linkage is set correctly, remove the sump. 1. Check the governor pipes for security and damage. 2. Examine the rear servo cover gasket ford amage. Ensure that the square-sectioned 'O' ring is fitted correctly and is not damaged. Torque tighten the cover securing setscrews (see Section T23). 3. Examine the control valve unit assembly and oil spacer (guide) plate gaskets. Check the torque tightness of the unit securing setscrews (see Section T23). TSO 4700 T3-3 4. Check the torque tightness of the solenoid securing setscrews (see Section T23). 5. Check that the case valve body mounting face is not distorted. Contro I joints - To Ju bricate During initial assembly, the clevis pins in the control linkage are lubricated with Rocol MTS 1000 grease and should be similarly treated whenever they are removed . When a car is being serviced, the opportunity should be taken to check the controls for correct operation and to lubricate all the control joints with a few drops of engine oil. Man ua I shaft - To Iubricate As pa rt of the Iinkage maintenance procedure, it is recommended that the manual shaft be lubricated with a few drops of oil at the point where it enters the transmission case. 11188 T3-4 Section T4 Testing Before road testing the car to check the functioning of the transmission, carry out the following. The car can then be road tested, using all the selector ranges. Note any operating faults. Check the gearchange pattern as follows. 1. Check the fluid level, top-up if necessary. 2. Ensure that the engine and transmission a re at normal operating temperature 7TC (170"F). 3. Ensure that the gearch ange actuator is operating satisfactorily. 4. Check the operation of the throttle position switch, adjust if necessary, refer to the Engine Management Systems Manual - TSO 4737. 5. If the oi I pressure is to be checked, fit a gauge. 6. Check the manual linkage. Gearchange pattern check Drive range 1. Select D range, then accelerate the car from standstill. 2. A 1-2 and a 2-3 up-change should occur at a 11 throttle openings. Note The change points will vary according to throttle opening. 3. As the speed of the car decreases to a stop, the 3-2 and the 2-1 down-changes should occur. Intermediate range 1. Select I range. 2. Accelerate the car from standsti 11. 3. A 1-2 up-change shou Id occur at a 11 throttle openings. 4. A 2-3 up-change cannot be obtained in this range. 5. The 1-2 up-change point wi II vary according to throttle opening. 6. As the speed of the car decreases to a stop, the 2-1 down-change shou Id occur. Low range 1. Select L range. 2. No up-change shou Id occur in th is range, regard less of th rattle opening. 2nd gear- overrun braking 1. Select D range. 2. When a speed of approximately 56 km/h (35 mile/h) has been reached, move the selector lever to the I range position. 3. The transmission should change down to 2nd gear. 4. An increase in the speed of the engine as well as an engine braking effect should be observed. 5. Line pressure shou Id change from between 4, 1 bar and 6,2 bar (60 lbf/in 2 and 90 lbf/in') to approximately 10,3 bar I 150 lbf/i n'). 7/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 1st gear - down h ii I or overrun engine braking 1. Select I range. 2. When the speed ofthe car is approximately 48 km/h (30 mi le/h ), and at constant throttle, move the selector to L range. Note Ensure that the speed of the car does not exceed 64 km/h {40 mile/hi. 3. An increase in engine rev/min and a braking effect should be noticed as the down-change occurs. Oil pressure - To check Before attempting to ch eek the oil pressure or to road test the car, always ensure that the level of fluid in the transmission is correct (see Section T3). The pressure can be checked by using an oil pressure gauge cou pied to the main Iine tapping in the left-hand side of the transmission case. 1. Clean any di rt from around the Ii ne pressure plug; remove the plug. 2. Fit the adapter RH 7914 into the main Ii ne tapping; tighten the adapter. 3. Screw a pressure gauge, capable of reading between O bar and 20,6 bar 10 Ibf/in' and 300 lbf/i n') onto the adapter. Then, position the gauge so that it can be seen from the driver's seat. 4. Connect a tachometer to the engine; th is wil I enable the gear change points to be positively identified. 5. Drive the car u nti I the transmission has reached normal operating temperature 77°C (170°F). 6. Check the flu id level, top-up if necessary. Road testing the car The following checks should be carried out during road testing. Engine idle pressure check 1. Select D range. Drive the car at approximately 48 km/h (30 mi le/h) with the throttle eased back. The Iine pressure should be 4,8 bar (70 lbfiin'). 2. Select I range. Drive the car to obtain a steady road speed of 40 km/h (25 mile/h). Line pressure shou Id be between 10,0 bar and 10, 7 bar ( 145 Ibf/in' and 155 Ibf/in'). Full throttle pressure check 1. Jack up the rear of the car and position blocks so that the rear wheels are clear of the ground. 2. Disconnect the vacuum Ii ne at the induction manifold. 3. Blank off the orifice in them an ifold. 4. Run the engine at fast-idle (between 800 revlmin and 1000 rev/min) in neutra I. The oi I pressure should be 10,0 bar ( 145 Ibf/in'). 5. Repeat the procedure in reverse. Reverse TSD 4700 T4-1 pressure should be between 10,0 bar and 10,7 bar ( 145 Ibf/in 2 and 155 lbf/in'). 6. Connect the vacuum pipe. Towing The car must not be towed if any mechanical damage to the transmission components is suspected, or if the torque converter transmission fluid level is low. Before towing, check the fluid level in the transmission. The Ieve I must be above the FU LL HOT mark on the dipstick when the engine is not running. Should it be necessary to tow the car, even for a short distance, a solid tow bar must be used. This is important, as without the engine running to maintain th.e pressure in the hyd rau Iic systems, the efficiency of the braking systems is reduced. If the pressure in the hydraulic systems has been exhausted by operating the footbrake pedal without the engine running, the footbra ke would not stop the car. If a solid tow bar is not avai Iable, the car must be transported. Always tow the car with the torque converter transmission in neutral. To select neutral it is first necessary to turn the ignition key in the switch box to the RUN position. Providing that the battery is in a charged condition, this action will energize the gearchange actuator mechanism and neutral can then be selected by operating the gear range selector lever. Should the battery be in a discharged condition however, turning the ignition key will not energize the gearchange mechanism and operating the gear range selector lever therefore wil I not activate the actuator mechanism. In this event, it will not be possible to move the transmission out of the park position and it will be necessary to disconnect the gearchange actuator Iinkage at the manual shaft lever. Then, before the car can be towed or transported, engage neutral by moving the ma nu al shaft lever two positions rearwards from the fully forward position. Normally, when the ignition key is removed from the switch box, park position is automatically engaged and the parking pawl locks the transmission. If it is required to remove the ignition key and sti II leave the car in neutral for towing, this can be accomplished by first removing the gearchange fuse (fuse A6 on fuse panel F2 on the main fuse board) and then remove the key from the switch box. The car shou Id only be towed for distances of up to 80 kilometres (50 miles) and the maximum towing speed must not exceed 56 km/h (35 mile/h). For greater distances the propeller shaft must be disconnected or the car transported. 7187 T4-2 Section T5 Removal of units Removable units- Transmission in car The following units can be removed from the transmission without the transmission being rem oved from the car. The removal procedure for all units is described in t he appropriate section, w ith t he exception of the pressure regulator va Ive, details of which are incl uded in th is section. Gea rchange actuator (Section T6). Vacuum modulator and v alve (Section T9). Governor assembly (Section T10). Speedometer drive (Sectio n T11). Su mp, strainer, and int ake pipe (Se ction Tl 2). Control valve unit (Section T13). Rear servo (Section T14) . Detent solenoid, control va Ive spacer, and fro nt servo (Section T15). Rear extension (Section T16) . Control rods, levers, and parking Ii nkag e (Section Tl 8) . Pressure regulator valve - To remove The pressure regulator valve is a solid type (see f i g. T5-1) and must only be used in the pump cover with the squared pressure regulato r boss (see fig. T5-2 ). 1. Run the car onto a ramp. Drain the oil from th e sump. 2. Remove the sump as descri be d in Section T12. 3. Withdraw the intake pipe and strainer assembl y. 4. Remove and discard the intake pipe 'O' ring. 5. Remove the setscrew wh ich secures the detent roller spring ; remove the spring and roller. 6. Slacken the lock-nut which secures the detent lev er to t he manual shaft. 7. Remove th e m anu a l sha h p in f rom th e case . 8. Remove the gearchange lever from the manual shaft. 9. Prise the detent lever from t he man u a I shaft then remove the parking actuator rod and detent lever. 10. Ensure that the manual val v e does not slide o ut of its bore in th e control valve unit. 11 . Pu sh th e manual shaft through th e bo re in the case t o g ain access t o t he p ressure reg ul ator valve bore. 12. Using a screwdriver or a steel rod, push the regulator boost valve sleeve against the pressure regulator spring (see fig. T5-3) . Caution The pressure re g ulat or spri ng is under extrem e pres sure and w i ll force th e va lv e sl eeve out of its bo re wh en the circlip is rem oved unless the sleeve is firmly held. 13. Continue to exert pressure on the valve sleeve then remove the circlip . Gradua Ily relax the pressu re on the valve sleeve until the sp ri ng pressure is released. 14. Carefully remov e th e reg ul at or boost v alve sl eev e 7/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 A 2134 Fig. T5- 1 Pressure regulator valve \ \ I 1 Fig. T5-2 1 2 2 P208 Pump cover assembly Pump cover Pressu re regu Iat o r bo ss and va lv e, then withdraw th e regul ator sp r ing. Take care n ot to drop the valves. 15. Remove the pressure regulator valve and spr ing retaine r. Remove the space rs (if fitted). Pressure regulator valve- To fit Before fitting, w ash and exami ne all parts. 1. Fit the spring retaine r o nt o the pressu re regul ator spring. Fit any spacers wh ich were prev io usly removed. 2. Fit the pressure reg u lat or valve, stem end first, onto th e spring. 3. Fit t he boost valve int o t he sleeve w ith th e va lve TSO 4700 T5-1 Fig. T5-5 1 2 Fig. T5-3 Removing the pressure regulator valve A Spring compressed B Circlip removed u· 2 Fig. TS-4 Removing the oil pump seal Fitting the oil pump seal Oil seal Seal fitting tool stem outwa rd. Then, hold together all the p arts so that the press ure regulator spring is against the va Ive sleeve. 4. Fit the complete assembly into the pressure regulator va lve bore, taking care that the parts do not fall. 5. Using a sc rewdriver or a st eel rod, push the regulato r boost valve sleeve against the spring pressu re of th e regulator until t he end of th e sleeve has passed beyond the circlip groove. 6. Fit the ci rclip then relax t he pressure on the sleeve. 7. Fit the parking actuato r rod and detent lever, ensurin g that the rod plunger is underthe parking brake bracket and over the parking pawl. 8. Slide the m anu al shaft into the case and through the detent lever. 9. Fit the gearchange fever . 10. Fit the toc k-nut onto the manual shaft. Torqu e tighten the nut. 11 . Ensure that the manua l valve is engaging with the pin on the detent fever. 12. Retain the manual shaft with th e pin. Straighten the pin to lock it into position . 13. Fit the detent spring and rol ler assemb ly; torq ue tighten the setscrew. 14. Fit the intake pipe and strainer assembly, also the sump as described in Section T12. 15. Top-up the transmission wit h an approved flu id (see Chapter DJ. 7187 T5-2 Oil pump seal - To renew l. Remove the transmission from the car (see Section T7). 2. Carefully drive the point of a chisel under the lip of the sea I then prise the sea I out of the pump body (see fig. T5-4). 3. Before fitting a new seal, ensure that the body bore is clean and free from burrs and that the garter ring is on the seal. 4. Check the finish of the converter neck and the bearing surface in the pump body. 5. Lightly smear the outer edge of the sea I case with Weflseal. Then, fit the seal to the pump using tool RH 7953 as shown in figure T5-5. 6. Fit the transmission to the car (see Section T7). 7/87 Printed in England © Rolls-Royce Motor Cars Limited 1 98 7 TSD 4700 T5-3 Section T6 Gearchange actuator The electric gearchange actuat or (see fig. T6-1 l is mounted on a bracket secured to the transmission rear extension. When the ignition is switched on and the selector lever on the steering column is moved to one of the gear range positions, current is allowed to flow to t he actuator motor via a relay. The motor rotates and turns the wormshaft th rough the flexible cou piing. As the worm gear rotates, the slip ring, which is secured to the worm gear also rotates until an insulated slot in the slip ring is aligned with the live contact . When this positio n 1s reached, the current is cut off and the motor ceases to rotate. The electric actuator is wi red such that the transmission can be locked by moving the selector lever to the park position, with the lg nition switched either on or off. However, to move the transmission out of the park position, the ign ition has to be switched on, with the battery in a charged conditi o n. Note The actuator will also lock the transmissio n when the ignition key is removed from the switch box. Gearchange electric actuator - To remove It is recommended that the easiest and quickest method of dealing with actuator failure, is by substituting the faulty actuator for a service exchange unit. If a service exchange unit is not obtainable proceed as follows. 1. Disconnect the battery. 2. Remove the retaining ring and grooved pin from the actuating lever on the electric actuator; disconnect the rod from the lever. 3. Pu!I the carpet to one side and disconnect the electrical plugs from the left.hand side of the lower facia. Unclip the actuator cables from the loom. Remove the setscrew securing the electrical cable to the transmission tunnel. Also, the three nuts securing the loom/breather connection. Lower the electrical lead, plugs, etc., down through the transmission tunnel opening. 4. Remove the three bolts which secure the actuator to the rear extension bracket, then remove the actuator. Gearchange electric actuator- To dismantle 1. Disconnect th e transmi ssion Iinkag e and the actu ator loom plugs. Remove t he act uator. 2. Withdraw the side casing by carefuly removing the nuts and washers. 3. Remove the cam securing nut and washer and withdraw the cam. 4. Disconnect all terminal s o n the contact plate and micro-switches. 4/90 Printed in England © Rolls·Royce Motor Cars Limited 1990 2 Fig. T6·1 A3480 Electric gearchange actuator 1 Actuator securing bolts 2 Actuating lever 3 Cable entry 5. Withdraw the contact plate by removi ng the nuts and washers. Remove the re lay connectio ns. 6. Remove the nuts and bolts which secure the mi cro-switches, relay mounting bracket, relay s, and moto r cable connection posts. 7. Remove the securing setscrew and w asher and withdraw the output lever. 8. Withdraw the washer and the rubber boot. 9. Remove the circlip and thrust washe r. 10. Withdraw the slip ring and gear assemb ly from the actuat or case. 11 . Rem ove the contact segments from the slip ring. 12. Remove the setscrews and w ashers from the side of the actuator casing and remove the mot or assembly and drive coup Iing. Remove the sea ling ring from the actuator case. 13. Remove the internal ci rclip holding the wormshaft ; push the wormshaft and bearings out of the casing. 14. Caref ully cut and remove the tie wrap from aroun d the electrical wiri ng. 15. Rem ove the securing cl ips from around bot h ends of the conduit; withdraw the conduit from t he cast elbows. 16. Push out the electrical leads from the loom p lugs. Coll ect the loom plugs, con du it el bow (t unnel conn ection). securing cl ips, and conduit. 17. Faste n together the el ect rica l cables with t ape and pull t hem back throug h the cable exit of the actuat or casing. Ge arch an ge electric actuator - To inspect 1. Ex am i ne the alumin ium casing for cracks or other damage. TSO 4700 T6-1 2. Ensure that the joint faces are clean and free from burrs. Fig. T6-2 1 2 3 4 Checking wormshaft end-float Wormshaft Dial indicator gauge Gauge arm Slave gear 3. Examine the driving dog slot for excessive wear, also the mating shaft on the drive end ofthe motor armature shaft. The dog should be an easy sliding fit on the shaft but without excess ive side play. 4. Exami ne the general condition ofthe plugs . 5. Examine the eight spring cont acts for security on the insulated base. Care must be taken when handling the assembled base plate so that the contacts and the relays are not damaged. 6. Check the height of the contacts from the base pl ate . The contact point should be approximately 12,32 mm {0.485 in) from the contact (lower) side of the base. If excessive wear has occured on the contact points the base assembly should be renewed. 7. If a Bosch relay assembly is faulty, it is recommended that a new assembly be fitted. 8. Ensure that the terminals and the terminal blocks are secure on the insulated base. 9. Examine the general condition of the wiring . 10. If the components are sat isfactory, retain them with adhes ive tape until they are required for final assembly. 11. Check the tightness of the setscrews which secure the slip ring assembly to the shaft. 12. Ensure that a 0,64 mm (0 .025 in) air gap exists on each side of the silver plated segments which are secured to the slip ring. 13. Ensure that the edges of th e slip ring a round the air gap are free from burrs. 14. Examine the slip ring face for signs of tracking. Th is should not normally occur but, if signs of tracking are found, t he slip ring assembly m ust be renewed. 15. Examine the teeth on the wo rm gear and the worm for damage or uneven wear. 16. Examine the bearing bores i n t he main casing fo r signs of fretting. The bearing shou Id be a light push fit in the casing. Reject the casing if the push fit cannot be obtained . 17. Examine the bush which supports the outp ut shaft for wear. The shaft should be a running fit in th e bush, without excessive clearance i.e. the shaft shou Id not rock in the bush. Actuator plugs and cable assembly 1. Inspect the cables where t hey enter the plugs. 2. Ensure t hat no corrosion exists and that none of the individual cable strands are broken. A21 Fig. T6-3 1 2 A B C D E F G H Micro-switch connections Reverse micro-switch Neutral start switch Green/yellow cable Blue/brown cable White/brown cable Brown/slate cable Green/blue cable White/red cable White/yellow cable Light green/green cable 6 Actuator casing 1. Inspect all the sealing faces, also the actuato r casing and the side cover. 2. Remove al l traces of seal ing joint and sealing compound. Wormwheel 1. Inspect the wormwheel for a bnorma 1wear of the teeth. Wormshaft bearing 1. Inspect the bearings for undue wear or signs of roughness when rotated. 7/87 T6-2 m5il ~ Micro-switch contacts - To set 1 . Remove the starter relay. Then, switch on the ignition and check that the actuator will select all six gear stations correctly. 2. Move the gear selector lever to D and fit the micro-switch cam to the actuator output shaft. When tightening the nut. the torque reaction should be taken by gripping the output lever such th at the tightening force is not absorbed by the nylon teeth of the wormwheel. 3. Move the gear range selector lever to the park position . 4. locate the two rig ht-hand micro-switches (see fig. T6-3). Move the switches towards the peak of the cam until the switch plungers are in the centre of the peak and are depressed to within 0,38 mm (0.015 in) of t he switch body as shown in figure T6-5. When both switches a re in the correct position, tighten the mounting bolts. 5. Repeat this procedure on the left-hand microswitches keeping the switch body on the reverse micro-switch parallel to the bottom micro-switch body. 6. Select reverse gear and check that a II the other three switches a re clear of the cams. 7. Select neutra I and ensure that the right-hand pair of switch plungers are correctly depressed and that the reverse micro-switch is clear of the cam. 8. Switch off the ignition and fit the starter re lay. 9. Remove the actuator from the car and fit the casing side cover, painting both sides of the new gasket prov ided with a suitable jointing compound . Fit the actuator to the transm ission, connecti ng the loom plugs and the actuator linkage. Gearchange electric actuator - To assemble 1. Fit the main output shaft bearing into the actuat or casing. The bearing shou Id be fitted such that it is slightly proud on both the inside and outside of the casing. 2. Inspect the inside edge of the cable entry hole and ensure that it is free from burrs and sharp edges. 3. Ch eek the gear form on the worm shaft is free from burrs and that no foreign particles are trapped between the gear teeth. 4. Fit the bearings to the wo rms haft ensuring they are lubricated with Retina>< A grease. These should be a push fit. 5. Assemble the wormshaft and bearings into the actuator case. The bearings must be a push fit in the casing bores; on no account should they require a hammer load to assemble them . 6. Adjust the end-float of the wormshaft to bet ween 0,005 mm and 0,012 mm (0.002 i n and 0.005 in) using a suitable washer. Fit the circ lip. Check the end-float on the end of the shaft using a dial indicator gauge (see fig. T6-2). 7. Check the gear form on the nylon gear is good and free from blow holes and bu rrs. Check that the shaft bearing area is free from burrs. 8. Fit the nylon gear onto the output shaft using four 7187 Printed in England © Rolls-Royce Motor Cars Limited 1 98 / 1 2 3 4 5 i1[UJ~,-+·~:.,.~~ \ q~~ 11 Fig. T6-4 1 2 3 4 5 6 7 8 9 10 11 9 8 7 6A.2137 Cable connections Redilig ht green to motor Blue/light green to motor Red to relay Black/brown to loom Black/red to loom Black/blue to loom Black/green t o loom Black/yellow to loom Blad Fig. T20-4 Removing and fitting the intermediate clutch piston snap ring Snap ring 2 Spring retainer A B Fig. T20-5 Centre support bush A Correctly fitted 8 Incorrectly fitt ed Afl003 Fig. T20-6 1 2 3 Fitting the intermediate clutch piston Intermediate clutch pist on Guide sleeve Cent re support 8/ 87 T20-4 3. Examine the pinion gears for damage, rough bearings, or excessive side movement. 4. Check the end-float of the pinions with the aid of a feeler gauge (see fig. T20-11 ). The end-float should be bet ween 0,23 mm and 0,61 mm (0.009 in and 0.024 in). 5. Examine the parking pawl lugs for cracks or damage. 6. Exam ine the splines which drive the output shaft for damage. 7. Exam ine the front interna l gear ring for f laking or cracks. Mainshaft - To inspect 1. Wash the rnainshaft in clean paraffin, then dry with compressed air. 2. Examine the shaft for cracks or distortion. 3. Examine the splines for damage. 4. Examine the ground journals for scratches or damage. 5. Examine the snap ring groove for damage. 6. Ensure the oil lubrication holes are clear. Rear internal gear and sun gear - To inspect 1. Wash the rear internal gea r and the sun gear in clean paraffin, then dry with compressed air. 2. Examine all the gear teeth for wear or damage. 3. Examine the splines for damage. 4. Examine the gears for cracks. Reaction carrier assembly - To inspect 1 . Examine th~ surface on which the rear band applies, for signs of burni ng or scoring. 2. Examine the roller outer race for scoring or wear 3. Examine the thrust washer surfaces for signs of scoring or wear. 4. Examine the bush fo r da m age. It the bush is damaged, the carrier must be renewed. Output carrier assembly - To inspect 1. Wash the output carrier assembly in clean paraffin, then dry with compressed air. 2. Examine the front internal gear for damaged teeth. 1 2 6 3 \ 10 9 7 13 11 I \\ I \ \ \ 18 Fig. T20-7 1 2 3 4 5 6 7 8 Gear unit Main shaft 1/D flanged race Thrust bearing 0/D flanged race Rear internal gear 1/D flanged race Thrust bearing 0/D flanged race 8/87 Printed in England © Rolls-Royce Motor Cars Limited 1 987 9 Snap ring 10 Speedometer drive gea r 11 12 13 14 15 16 I 17 Thrust washer Output shaft Snap ring Output carrier assembly Thrust washer Front internal gear ring 16 15 14 W60 mm (0.266 in) 1/4 - 20 UNC-2B 1/4 - 20 STI-NC 9/87 Printed in England © Rolls- Royce Motor Cars Limited 198 7 /,e - 18 /,e - 18 STI-NC /16 - 18 STI-NC TSD 4700 T21-3 Case bushing - To remove 1. Support the case in the holding fixture and thread the extension handle J-21465-13, into the bushing removal tool J-21465-8. Then, using drive handle J-8092, remove the bush. Case bushing - To fit 1. Obtain the following tools. Removal/fitting tool J-21465-8. Adapter J-21465-9. Drive handle J-8092. Extension J-2146 5- 1 3. 2. Support the transmission case. 3. Assemble the tools. Then, using the adapter, press the bush into the case until it is between 1,02 mm and 1,40 mm (0.040 in and 0.055 in) above the selective thrust washer face as shown in figure T21 -2. Note Ensure that the bush is fitted with the lubrication passage facing the front of the transmission case. 4. Stake the bush in the oil groove using tool J-21465-10. Heli-coils Refer to figure T21-3 and the Heli-coil information chart, for the correct drill and tap sizes, before commencing any repair work. 1. Blank off the area around the hole to be heli-coiled (if possible), to contain any small particles of metal. 2. Drill out the old threads and clean any particles from the hole. Note Drill out only to the depth of the original hole. When drilling hole No. 4 (see fig. T21-3), the drill may go through to the inside of the case. Located just behind this hole are the intermediate clutch splines. Therefore, the burrs must be removed from the clutch splines. 3. Tap the hole with the Heli-coil tap. 4. Fit the standard insert (STl) Heli-coil. 5. Break off the tang from the bottom of the Heli-coil. 6. Ramove any blanks, etc., as described in Operation 1 and ensure that all particles of metal, etc., are removed. 9/B7 T21-4 Section T22 Fault diagnosis Accurate diagnosis of transmission problems begins with a thorough understanding of normal transmission operation. In particular it is essential to know which units are involved in the various gears and speeds, so that the specific unit or fluid flow can be isolated and investigated further. The following sequence of tests may help to simplify the diagnosis of defects and should be performed first. 1. Check the fluid level. 2. Warm-up the engine and transmission to obtain normal operating temperature, approximately 77°C (170°f) . 3 . Check the control linkage. 4. Check the throttle position switch. 5 . Check the vacuum lines and fittings. 6 . Fit a pressure gauge and road test the car. Note If possible, test the car with the customer as a passenger. It is possible that the condition which the customer requires correcting is a normal function of the transmission, thus, unnecessary work can be avoided. Symptom Possible cause 1. 1. Incorrect fluid level in transmission. 1. Top-up as necessary (see Section T3). Check for external leaks or the vacuum modulator diaphragm leaking. 2. Control linkage. 2. Check and adjust the control linkage (see Section T1 8). 3. Low oil pressure. 3. Check the vacuum modulator. Check for a restricted intake strainer, a leak at the intake pipe, grommet, or the 'O' ring damaged or missing. (c) Check that the oil pump assembly pressure regulator is not sticking . Also check the pump drive gear tang has not been damaged by the converter. (d) Check the case for porosity around the intake bore. (e) Check the items listed on page T22-1 3. No drive in drive range Action (a) (b) 4. Control valve assembly. 4. Check for the manual valve being disconnected from the detent lever. 5. Forward clutch . 5. (a) Check the forward clutch apply piston for cracks, the seals damaged or missing, or the clutch plates burnt (see page T22-14) . {b) Check the oil seal rings (missing or broken) on the pump cover. (c) Check for a leak in the feed circuit or the pump to case gasket mispositioned or damaged. (d) Check the clutch housing check ball is not sticking or missing. 6. Roller clutch assembly. 6. Check the clutch assembly for broken springs or damaged cage. 9/87 Printed in England © Rolls-Royce Motor Cars Limited 1967 TSO 4700 T22-1 I "'V" Symptom Possible cause Action 1. No drive in drive range (continued) 7. Actuator inoperative. 7. Check the gearchange fuse (fuse A6 on fuse panel F2). (b) Check the charge condition of the battery. (cl Check the operation of the actuator (see Section T6). 2. (a} 1. Incorrect fluid level in transmission . 1. Top-up as necessary (see Section T3} . 2. Actuator inoperative. 2. (a) Check the gearchange fuse (fuse A6 on fuse panel F2). jb) Check the charge condition of the battery. (c) Check the operation of the actuator (see Section T6). 3. Control linkage. 3. Check and adjust the control linkage {see Section T18) . 4. Oil pressure. 4. Check the items listed on page T22-1 3 . 5. Control valve assembly. 5. (a) Check that the valve body/spacer plate gaskets are not damaged or incorrectly fitted. (b) Check that the 2-3 valve train is not sticking open (this would also cause a 1 -3 up-change in drive range) . (c) Low/reverse check ball missing from the case (this will also cause no overrun braking in low range}. 6. Rear servo and acc um uIator. 6. (a) Check for a damaged rear piston seal. (b) Check for a short band apply pin (this may also cause no overrun braking or slipping in overrun braking - low range}. 7. Forward clutch . 7. Check that the clutch unit will release (if it does not release this will also cause drive in neutral) . 8. Direct clutch. 8. (a) {bl No drive in reverse range. Slips in reverse range (a) (b) (c) 3. Drive in neutral Check the outer seal for damage. Check the clutch plates Of burnt. it may be caused by the check ball sticking in the piston). Check the items listed on page T22-15 . 9. Rear band. 9. Check the band for burnt or loose linings, apply pin or anchor pins not engaged, or the band broken. 1. Control linkage. 1. Check and adjust the control Iinkage (see Section Tl 8). 2. Forward clutch. 2. (a) Check that the clutch is releasing, if the clutch does not release it 9/87 T22-2 I . ~ Symptom 3. 4. Possible cause Action Drive in neutral (continued) (b) 3. Pump assembly. 3. Transmission fluid pressure leaking into the forward clutch apply passage. 1. Control linkage. 1. Check and adjust the control linkage (see Section T1 8). 2. Internal parking linkage. 2. (a) Will not hold in park (bl (c) (d) 5. 7. No engine braking in intermediate range 2nd gear No detent down-changes Note Position the car on a ramp. Switch on ignition, but do not start the engine. Check the parking brake lever and actuator assembly. Check the chamfer on the actuator rod sleeve. Check the parking pawl (broken or inoperative). Check that the parking pawl return spring is not broken, missing, or incorrectly hooked . ,. Control valve assembly. 1. Check the low-reverse check ball (missing from case) . 2. Rear servo. 2. (a) No engine braking in intermediate range 1st gear (b) 6. will also cause no reverse. Check the items listed on page T22- 14. Check for a damaged oil seal ring, bore, or piston. Rear band apply pin short or improperly assembled. 3. Rear band. 3. Rear band broken or burnt (check for cause) . (b) Check the rear band assembly engages correctly on the anchor pins and/or servo pin. 1. Front servo and accumulator_ 1. (a) (a) (b) (c) Check for leaking or broken oil sealing rings. Check for scored bores. Check for a sticking servo piston. 2. Front band. 2. Check to ensure that the front band is not burnt or broken. (b) Check to ensure that the front band is engaged correctly on the anchor pin and/or servo pin. 1. Transmission case electrical plug. 1. Disconnect the electrical connections. (b) Connect a test lamp to the detent solenoid terminal of the disconnected wiring loom. (c) Depress the accelerator fully, from the normal driving position. {d) Light off. Incorrectly adjusted or faulty throttle position switch. Faulty electrical circuit. {e) Light on . Check the operation of the detent solenoid. If the solenoid cannot be heard to operate this may be due to. 9/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 (a) (a) TSO 4700 T22-3 I ~ Symptom 7. 8. Possible cause Action No detent down-changes (continued) Transmission noisy (ii Faulty electrical connection. (ii) Sticking detent valve train. (iii) Restricted oil passage. 2. Control valve assembly. 2. (a) 1. Noise in park, neutral, and all drive ranges. 1. (a) Check for pump cavitation. (i) Transmission fluid level low or high, top-up etc. as necessary (see Section T3). (ii) Restricted or incorrect strainer assembly. (iii) Intake 'O' ring damaged or intake pipe split. (iv) Porosity at pump face intake port. (v) Pump to transmission case gasket incorrectly fitted. (vi} Coolant in the transmission fluid . (b) Check pump assembly for. (i) Defective or damaged gears. (ii) Drive gear incorrectly assembled. (iii) Crescent interference. (iv) Seal rings damaged or worn. (c) Check converter for. (i) Damage. (ii) Loose bolts, converter to flywheel. (iii) Cracked or broken flexplate_ 2. Noise in first, second, and/or reverse. 2. Check that the transmission does not contact the body. (b) Check planetary gear train for. (i) Gears or thrust bearings damaged. Thoroughly clean th rust bearings and thrust races. Closely inspect needles and surfaces for pitting and roughness. (ii) Front internal gear ring damaged. 3. Noise during acceleration in any gear. 3. (a) Check that the transmission fluid lines to and from the cooler are not fouling . (b) Check that the engine mounts are not loose or broken. 4. Squeak at low vehicle speeds. 4. Check the speedometer driven gear shaft seal (lubricate or replace). 5. Slight creaking noise, when accelerating gently from the stationary position. 5. Check for the converter pilot spigot fretting in the crankshaft tail bore (lubricate the spigot liberally with Retinax A grease or equivalent). 3-2 valve sticking, spring missing, or broken. (b) Detent valve train sticking. (a) 9/ 87 T22-4 I ~ Symptom Possible cause Action 8. 6. Clutch noise, during application . (a) Neutral to drive and/or park to drive. (b) 1-2 up-change in intermediate and drive ranges. (c) 2-3 up-change in drive range, neutral to reverse, and park to reverse. 6. Converter noise in reverse, drive, intermediate, and low ranges. The noise level is generally lower in park and neutral. 7. Check for damaged needle bearings in the converter. ,. Incorrect vacuum. 1. Check the items listed on page T22-14, Incorrect vacuum at modulator. 2_ Governor system . 2. Check line pressure. 3. Control valve assembly. 3. (a) Check for the 2-3 shift valve train sticking (valves should fall under their own weight). (b) Check tor damaged, leaking, or incorrectly fitted gaskets between the control valve unit, oil spacer plate, and case. 4. Direct clutch burnt. 4. (a) (b) Transmission noisy (continued) 7. 9. 1st and 2nd ranges only (no 2-3 up-change) (a) Check the condition of the forward clutch p Iates. (bl Check the condition of the intermediate clutch plates. (c) Check the condition of the direct clutch plates. (c) (d) 10. (a} (b) No 1-2 up-change. Delayed up-change Check the modulator bellows. Check the centre support for the oil seal rings missing or broken. Check that the direct clutch piston seals are not missing, cut, or incorrectly assembled. Check that the piston check ball is not sticking or missing. 5. Throttle position switch. 5. Check that the throttle position switch is not faulty, causing the solenoid to be activated all the time. 6. Detent solenoid. 6. Check that the solenoid is not sticking open. 1. Incorrect fluid level in transmission. 1. Top-up as necessary (see Section T3). 2. Throttle position switch. 2. Check that the throWe position switch is not faulty, causing the solenoid to be activated all the time. 3. Detent solenoid. 3. Check that the solenoid is not sticking open. 9/87 Printed in England © Rolls· Royce Motor Cars Limited 198 7 TSO 4700 T22-5 I ~ Symptom Possible cause Action 10. (a) 4. Governor assembly. 4. (al 5. Control valve assembly. 5. (a) Check that the 1 -2 shift valve train is not sticking in the closed position. (b) Check that the governor feed channels are not blocked, leaking, or the pipes out of position. (c) Check that the valve body spacer plate gaskets are not leaking, damaged, or incorrectly fitted. 6. Case. 6. (a) Check for the intermediate clutch plug leaking or blown out. (b) Check for porosity between channels. (c) Check that the governor feed channel is not blocked, the governor bore scored or worn allowing a cross pressure leak. 7. Intermediate clutch . 7. (a) 1. Incorrect fluid level in transmission. 1. Top-up as necessary (see Section T3). 2. Vacuum modulator. 2. (a) Check for loose fittings, restrictions in line, or the modulator assembly inoperative. (b) Check that the modulator valve is not sticking . 3. Oil pressure. 3. (a) Check that the oil pump regulator or boost valve has not jammed. (b) Check for the pump to case gasket being incorrectly fitted or damaged. 4. Check condition of engine. 4. Tune the engine. 5. Control valve assembly. 5. (a) No 1 -2 up-change. (b) Delayed up-change (continued) 11 . Rough 1-2 up-change Check for the governor valve sticking. (b) Check that the driven gear is not loose, damaged, or worn (also check the output sh aft drive gear, if the driven gear shows damage]. (c) Check that the driven gear securing pin is not loose, broken, or missing. Check that the clutch piston seals are not cut, improperly fitted, or missing. (b) Check that the centre support oil rings are not missing or broken. (c) Check that the orifice cup plug is fitted. Check that the 1-2 accumulator valve train is not sticking. (b) Check that the valve body to case bolts are not loose. (c) Check that the valve body spacer plate gaskets are not damaged, incorrectly fitted, or the wrong gasket fitted . 9/87 T22-6 Symptom Possible cause 11 . Rough 1-2 up-change (continued) 6. Case. 6. Check the intermediate clutch ball (missing or not sealing). (b) Check for porosity between channels. 7. Rear servo accumulator assembly. 7. (a) (b) 8. Intermediate clutch. 8. 1. Incorrect fluid level in transmission. 1. Top-up as necessary (see Section T3) . 2. Control linkage. 2. Check and/or adjust. 3. Check condition of engine. 3. Tune the engine. 4. Vacuum line and components. 4. Check the vacuum system for response at the modulator. 5. Line pressure. 5. (a) 6. Control valve assembly. 6. Check for the 1-2 accumulator valve train sticking. (b) Check for porosity in the valve body or case. (cl Check the valve body attaching bolts for t ightness. 7. Front accumulator. 7. Check the oil seal ring (damaged or missing). 8. Rear accumulator. 8. Check the oil seal ring (damaged or missing) or the case bore damaged . 9. Oil pump 9. (a) 1 2. Slipping 1 -2 up-change Action (a) Check the oil seal rings for damage. Check that the piston has not jammed. (cl Check that the spring is not broken or m1ss1ng. (d) Check that the servo bore is not damaged. (al Check that only one waved plate has been fitted. (b) Check that the clutch plates are not burnt. Check the oil pressure (it should vary and respond rapidly to quick changes in throttle openings). (b) Check the vacuum modulator for possible failure. le) Check that the modulator valve is not sticking. (al Check that the pump to case gasket is not misaligned or damaged. (b) Check that the pressure regulator valve is not sticking. 10. Case. 1 0. (a) 11. Intermediate clutch. 11. (a) Check the piston seals (damaged Check that the intermediate clutch plug is not leaking excessively. (b) Check for porosity between channels. or missing). Also check for burnt clutch plates. TSO 4700 9/ 87 Printed in England e'.l Rolls-Royce Motor Cors Limited 1 987 T22-7 Symptom Possible cause Action 12. Slipping 1 -2 up-change (continued) (b) (c) (d) 1 3. Rough 2-3 up-change 1 4. Slipping 2-3 up-change Check the centre support for leaks in the feed circuit (oil rings or grooves damaged). Also, for an excessive leak between the tower and the bush, or the orifice bleed hole blocked. Check that the centre support bolt has seated properly in the case. Check that only one waved plate has been fitted. 1. Incorrect fluid level in transmission_ 1. Top-up as necessary {see Section T3). 2. Check condition of engine. 2. Tune the engine. 3. Oil pressure - High. 3. (a) Check the vacuum modulator assembly. lb) Check that the modulator valve is not sticking. (cl Check that the oil pump regulator valve and boost valve are operating correctly. 4. Front servo accumulator or assembly. 4. (a) 5. Direct clutch. 5. (a) 1. Incorrect fluid level in transmission. 1. Top-up as necessary (see Section T3). 2. Control linkage. 2. Check and/or adjust. 3. Check condition of engine. 3. Tune the engine. 4. Oil pressure - Low. 4. (a) Check the vacuum modulator assembly. (bl Check the modulator valve. (c) Check the oil pump pressure regulator valve and/or the boost valve for operation. (d) Check the oil pump to case gasket for damage or incorrect location. 5. Control valve assembly. 5. (a) (b) Check that the accumulator spring is not missing or broken. Check that the accumulator piston is not sticking. Check that only one waved clutch plate has been fitted. (b) Check the direct clutch for leakage to the outer area of the clutch piston. (c) Check the centre support for damage. Check the front accumulator piston pin for a leak at the swaged end. (b) Check for sticking valves. (c) Check for damage or leaking oil passages. (d) Check the spacer plate for damage, blocked direct clutch feed orifice, or misaligned gasket. 9/87 T22-8 Symptom Possible cause Action 14. Slipping 2-3 up-change (continued) 6. Case. 6. Check the case for porosity cross leaks. 7. Direct clutch 7. Check the piston sea Is and check ball for leaks. (b) Check the centre support oil seal rings for damage and for an excessive leek between the tower and bush . (c) Check that only one waved plate has been fitted. 8. Front servo. 8. (a) 1. Incorrect fluid level in transmission. 1. Top-up as necessary (see Section T3). 2. Control linkage. 2. Check and/or adjust. 3. Throttle position switch. 3. Disconnect the white/green wire from the connector on the side of the transmission case. Test the up-changes. (a) If the up-changes occur, the problem is in the throttle position switch or wiring. {b) If the fault persists continue to Operation 4. 4. Incorrect modulator vacuum. 4. Connect a gauge to the lower end of the modulator vacuum pipe and check for normal vacuum. (a) If the vacuum is low or not present, check for leaks and restrictions. (b} If the fault persists continue to Operation 5. 5. Incorrect line pressure. 5. Connect a gauge to the trensmission adapter and check the line pressure in drive range with an engine speed of 1 000 rev/min. Normal pressure is between 4,5 bar and 5,2 bar (65 lbf/in 2 and 7 5 lbf/in 2 ). Note Normal line pressure in drive range with the car stationary should vary from approximately 4,5 bar {65 lbf/in2 ) at idle speed to 10,3 bar (150 lbf/in 2 } at full throttle. The pressure increases as the engine vacuum decreases. 6. Line pressure between 6,6 bar and 7,6 bar (95 lbf/in 2 and 11 O lbf/in 2 ) . 6. Check the complete detent system . 7. Line pressure between 9,3 bar and 10,3 bar (1 35 lbf/in 2 and 1 50 lbf/in 2 ). 7. With the correct vacuum at the modulator, check. (a) Modulator valve. (b) Pressure regulator components. 15. (a) Delayed up-changes. (b) No up-changes 9/87 Printed in England © Rolls-Royce Motor Cars Limited 198 7 (a) Check for a broken or missing front servo spring. (b) Check for a leak at the servo pin. TSO 4700 T22-9 [! . '*..,, Symptom Possible cause 15. (a) 8. Normal line pressure between 4,5 bar and 5,2 bar {65 lbf/in" and 7 5 lbf/in 2 ) . 8. Remove the governor assembly; check for freedom of operation and presence of dirt, etc. Clean if necessary. 9. Detent system. 9. (a) 1. Throttle position switch. 2. Detent solenoid. Delayed up-changes. (b) No up-changes (continued) 16. 1-2 up-change Full throttle only Action ,. 2. Check that the detent solenoid is not loose or defective. lb) Check that the solenoid feed orifice is not blocked. Check that the throttle position switch is not sticking . (a) (b) 1 7. Slips in all ranges Check that the solenoid securing bolts are torque tightened. Check that the solenoid is not sticking open . 3. Control valve assembly. 3. Check the valve body spacer plate gasket for. (i) leaks. (ii) Damage. (iii) Incorrectly fitted . (b) Check that the detent valve train has not jammed. (c) Check that the 3-2 valve has not jammed. 4. Case. 4. Check the case for porosity. 1. Incorrect fluid level in transmission. ,. Top-up as necessary (see Section 13). 2. Control linkage. 2. Check and/or adjust. 3. Oil pressure. 3. (a) (a) Check that the vacuum modulator valve is not sticking. Check that the oil strainer assembly is not blocked or leaking, or the grommet or 'O' ring miss ing or damaged . (c) Check the oil pump assembly for the regulator or boost valve sticking, or for a cross leak. (dl Check that the oil pump to case gasket is not damaged or incorrectly fitted . (b) 18. No part throttle down-changes 4. Case. 4. Check the case for cross leaks or porosity. 5. Forward and direct clutches slipping. 5. (a) If the clutches appear burnt, look for the cause in 'Burnt clutch p lates' on page 12 2- 1 4 . (b) Check the oil pump sealing rings on the pump cover for wear or damage. 1. Oil pressure. 1. Check the vacuum modulator assembly, modulator valve, and pressure 9/ 87 T22-10 I ~ Symptom Possible cause Action regulator valve, etc., for leaks, sticking valves, and restrictions_ 18. No part throttle down-changes (continued) 2. 19. Low or high ,_ Control valve assembly. Oil pressure. 2. ,. Check that the 3-2 valve is not sticking, or the spring missing or broken. (a) up-changes (bl 20. Torque converter 2. Governor. 2. Check that the governor valve is not sticking . (b) Check the feed holes, lines, etc., for leaks or restrictions, or the pipes damaged or misaligned . 3. Detent solenoid . 3. Check that the solenoid is not sticking open, or become loose, etc., as this will cause late up-changes. 4. Control valve assembly. 4. Check the detent valve train for free movement or restrictions. (b) Check the 3-2 valve train . (c) Check the 1 -2 valve train, if the 1-2 regulator valve is sticking this would cause a constant 1-2 shift point. regardless of throttle opening. (d) Check that the valve body spacer plate gaskets are not misaligned, or the spacer plate holes missing or blocked. 5. Case. 5. Check the case for porosity, intermediate plug leaking or missing. 1. Converter welding . 1. Check the converter welding and if at all suspect, fit a new converter. 2. Damaged or worn converter hub . 2. Inspect the converter hub for wear, also, scoring that can damage the seal. 1. Converter/flexplate out of balance, or cracked . 1. (a) (b) leaks 21 . Torque converter Check the engine vacuum at the transmission end of the modulator pipe. Check for loose vacuum connections at the engine and transmission. Also, check the modulator valve, pressure regulator valve train, etc., for leaks, sticking valves, and restrictions. vibrations (a) (al (c) Isolate the cause of the vibration. Alter the position of the converter on the fl expiate 60° at a time until the out of balance condition is corrected . Replace the converter/flexplate. 2. Converter balance weight. 2. Check the converter for the loss of balance weight(s), change the converter if a balance weight is lost. 3. Crankshaft pilot. 3. (a) 9/ 87 Printed in England © Rolls-Royce Motor Cars Limited 1987 Check to ensure that the converter TSO 4700 T22-11 Symptom Possible cause Action 21. Torque converter vibrations (continued) 22. Torque converter slipping or noisy. (Most converter noise occurs under light throttle in drive range with the brakes applied) (b) to crankshaft pilot is not broken. Change the converter if the pilot is broken. 1. Loose flexplate to converter setscrews. 1' Check the fl expiate and converter for damage. (bl If no damage is apparent. tighten the bolts. (c) If damage is apparent replace the components. 2. Cracked flexplate. 2. (a) (a) (b) Check for a cracked flexplate (engine to case dowel pins missing can result in a cracked fl expiate). Replace the damaged components. 3. Items listed under Operation 21 Torque converter vibrations. 3. See items listed under Operation 21 Torque converter vi bra ti o ns. 4. Fretting of the converter pilot spigot in the crankshaft tail bore. 4. Apply a liberal coating of Shell Retinax A grease or its equivalent. over the spigot. 5. Converter balance weights lifting (spot welds breaking and one end lifting up and catching on the case). 5. (a) 6. Internal damage to converter. 6. (a) Check the thrust roller bearing, thrust races, and roller clutch for damage. Fit a new converter if damage is apparent. 7. Converter flu id. 7. (a) Ch eek the colour of the flu id, if it has the appearance of aluminium paint, the converter is damaged internally. Check that anti-freeze has not contaminated the converter fluid. Fit a new converter. (b) (b) (c) Check for welds breaking on the balance weights. Change the converter if the balance weights have broken away. Note It is not necessary to change the converter if a failure in some other part of the transmission has resulted in the converter containing dark discoloured fluid. The full flow strainer used in the transmission will remove all harmful residue from 9/87 T22-12 Symptom Possible cause 22. Torque converter slipping or noisy (continued) Action failures (other than converter to pump failures) before the oil is pumped into the converter. Correct the transmission problem, then change the intake stainer and fluid. High line pressure If either the idle or full throttle pressure check is high. the cause may be as follows. 2. Modulator assembly Intake strainer a. Blocked or restricted. b. 'O' ring on intake pipe omitted or damaged. c. Incorrect strainer fitted. Note When checking the intake strainer, it should be noted that there is no approved method for either checking or cleaning the strain er. If the performance of the strainer is suspect, a new strainer must be fitted. 3. 1. Vacuum leak a. Full leak (vacuum line disconnected). b. Partial leak in the line from the engine to the modulator. c. Incorrect engine vacuum. d. Leak in vacuum operated accessories. 2. a. b. c. Damaged modulator Sticking valve. Water in modulator. Incorrect operation of mod u Iator. Detent system a. Th rattle position switch incorrect Iy adjusted or shorted. b. Detent wiring shorted. c. Detent solenoid sticking open. d. Detent feed orifice in spacer plate blocked. e. Detent solenoid loose. 3. Pump a. Pressure regulator and/or boost valve sticking. b. Incorrect pressure regulator spring. c. Excessive number of pressure regulator valve spacers. d. Faulty pump casting. e. Pressure boost valve installed incorrectly or otherwise defective. f. Aluminium bore plug defective. g. Pressure boost bush defective. 4. 5. a. b. Control valve assembly Spacer plate-to-case gasket incorrectly fitted. Incorrect plate-to-case gasket. Low line pressure If either the idle or full throttle pressure checks are low, the cause may be as follows. 1. Transmission oil level low 9/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 4. Split or leaking intake pipe 5_ Pump a. Pressure regulator or boost valve sticking_ b. Gear clearance, damaged or worn (pump will become dam aged if the drive gear is installed the wrong way or if the converter pilot does not enter the crankshaft freely). c. Pressure regulator spring weak. d. Insufficient spacers in pressure regulator. e. Pump to case gasket incorrectly positioned_ f. Defective pump body and/or cover. Leaks in the internal circuit a. Forward clutch leak (pressure normal in neutral and reverse - pressure low in drive). (i) Check pump rings. Iii) Check forward clutch seals. b. Direct clutch leak (pressure normal in neutral, low, intermediate, and drive - pressure low in reverse). (i) Check centre support oil seal rings. (ii) Check direct clutch outer seal for damage. (iii) Check rear servo and front accumulator pistons and rings for damage or missing. 6. 7. Case assembly a. Porosity in intake bore area. b. Check case for intermediate clutch plug; leak or blown out. c. Low - reverse check ball incorrectly positioned or missing (this condition will cause no reverse and no overrun braking in low range). TSO 4700 T22-13 Incorrect vacuum at modulator 1. Engine a. b. c. Requires tune-up. Loose vacuum fittings. Vacuum operated accessory leak. 2. Vacuum line to modulator a. b. c. d. Leak. Loose fitting. Restricted orifice, or incorrect orifice size. Carbon build-up at modulator vacuum titting. e. Pinched line. f. Grease or varnish material in pipe (no or delayed up-change - cold). Oil leaks 1. Transmission oil sump leaks a. b. c. Securing bolts not correctly torque tightened. Improperly installed or damaged sump gasket. Oil sump gasket mounting face not flat. 2. Case extension leak a. Securing bolts not correctly torque t ig hte n ed. b. Rear seal assembly damaged or incorrectly installed. c. Gasket (extension to case) damaged or incorrectly installed. d. Porous casting. 3. Case leak a. Modulator assembly 'O' ring damaged or incorrectly installed. b. Electrical connector 'O' ring damaged or incorrectly installed. c. Governor cover, gasket. and bolts damaged or loose;casefaceleak. d. Damage or porosity. Leak at speedometer driven gear housing or seal. e. Manual shaft seal damaged or incorrectly installed. f. Line pressure tap plug stripped. g. Vent pipe (refer to item 5). h. Porous case or crack at pressure plug boss. 4. Front end leak a. Front seal damaged (check converter neck for score marks, etc., also for pump bushing moved forward), garter spring missing. b. Pump securing bolts and seals damaged; bolts missing or loose. c. Converter (leak in weld). d. Pump 'O' ring seal damaged. Also check pump oil ring groove and case bore. e. Porous casting (pump or case). f. Pump drain back hole not open. 5. Oil comes out of vent pipe a. Transmission overfilled. b. Water in oil. c. Strainer 'O' ring damaged or incorrectly assembled causing oil to foam. d. Foreign material between pump and case or between pump cover and body. e. Case porous, pump face incorrectly machined. f. Pump porous. g. Pump to case gasket misaligned. h. Pump breather hole blocked or missing. i. Hole in intake pipe. j. Check ball in forward clutch missing or sticking. 6. Modulator assembly a. Diaphragm defective. Control valve assembly - Governor line pressure check 1. Install a line pressure gauge. 2. Install a tachometer in accordance with the manufacturer's instructions. 3. Disconnect the vacuum line to the modulator. 4. With the car on a ramp (rear wheels off the ground). footbrake off, in drive, check line pressure at 1000 rev/min. 5. Slowly increase the engine revolutions to 3000 rev/min and determine if a line drop occurs of 0.7 bar (10 lbf/in 2 ) or more. 6. If a pressure drop of 0, 7 bar ( 10 lbf/in 2 ) or more occurs, dismantle, clean, and inspect the control valve assembly. 7. If the pressure drop is less than 0, 7 bar ( 10 lbf/in 2 ). a. Inspect the governor. (i) Sticking valve. (ii) Weight freeness. (iii) Restricted orifice in governor valve. b. Governor feed system. (ii Check screen in governor feed pipe hole in case assembly. (ii) Check for restrictions in governor pipe. Burnt clutch plates Burnt clutch plates can be caused by incorrect usage of clutch plates. Also, anti-freeze in transmission fluid can cause severe damage, such as large pieces of composition clutch plate material peeling off. 1. Forward clutch a. Check the ball in the clutch housing for damage, sticking, or missing. b. Clutch piston cracked, seals damaged, or missing. c. Low line pressure. d. Manual valve misaligned. e. Restricted oil feed to forward clutch. (Clutch housing to inner and outer areas not drilled, restricted or porosity in pump). f. Pump cover oil seal rings missing, broken, or undersize; ring groove oversize. g. Case valve body face not flat or porosity between channels. h. Manual valve bent and centre land not ground properly. 9/87 T22-14 2. Intermediate clutch a. Rear accumulator piston oil ring, damaged, or m1ssmg. b. 1 -2 accumulator valve sticking in control valve assembly. c. Intermediate clutch piston seals damaged or m1ss1ng. d . Centre support bolt loose. e. Low line pressure. f. Intermediate clutch plug in case missing. g . Case valve body face not f lat or porosity between channels. h. Manual valve bent and centre land not ground properly. 3. Direct clutch a. Restricted orifice in vacuum line to modulator (poor vacuum response). b. Check ball in direct clutch piston damaged. sticking, or missing. c. Defective modulator be llows. d. Centre support bolt loose (bolt may be tight in support but not holding support tight to case). e. Cantre support oil rings or grooves damaged or m1ssmg . f. Clutch piston seals damaged or missing. g. Front and rear servo pistons and seals damaged. h. Manual valve bent and centre land not cleaned up. i. Case va lve body face not flat or porosity between channels. j. Intermediate sprag clutch installed backwards. k. 3 - 2 valve, 3-2 springs, or 3- 2 spacer pin installed in wrong location in 3-2 valve bore. Note If direct clutch plates and front band are burnt, check manual linkage. Vacuum modulator assembly The following procedure is recommended for checking modulator assemblies in service before replaceme nt is undertaken. 1. Vacuum diaphragm leak check Check with a vacuum pump or insert a pipe cleaner into the vacuum connector pipe as far as possible and check for the presence ot transmission oil. If oil is found, replace th e modulator. Note Petrol or water vapour may settle in the vacuum side of the modulator. If this is found without the presence of oil. the modu lator should not be changed. 2. Atmospheric leak check Apply a liberal coating of soap bubble solution to the vacuum connector pipe seam and the crimped up per to lower hous ing seam. Using a short piece of rubber tubing, apply air press.ure to the vacuum pipe by blowing into the tube and observe for leak bubbles. If bubbles appear, replace the modulator. Note Do not use any method other than human lung power to apply air pressure, as pressures over 0.4 bar (6 lbf/in') may damage the modulator. 11/88 Printed in England ·~ Rolls·Royce: Motor Cars L,m,tect 1988 1 c _ A_ J -=B: -_ _ W657 Comparison gauge Scribed centre li ne 12, 70 mm (0.50 in) 25.40 mm (1.0 in) Note Round bar between 9,52 mm and 10,32 mm (0 3 7 5 in and 0.406 in) diameter. Ends to be square w it hin 0,39 mm (0.015 in) Fig. T22-1 1 A B 3 . Bellows comparison check Make a comparison gauge (see fig. T22-1 ), and compare the load of a known good mod ulator with the assembly in question. a. Inst all the modulator that is known to be acceptable on either end of the gauge. b. Inst all the modulator in question on the opposite end of the gauge. c. Holding the modulators in a horirnntal position, bring th em together under pressure unti I either modulator sleeve end just touches the Iine in the centre of the gauge. The gap between the opposite modulator sleeve end and th e gauge line should not be greater than 1,59 mm (0.062 in). If the distance is greater tha n this amount the modulator in question should be replaced. 4. Sleeve alignment check Roll the main body of the modulator on a flat surface and observe the sleeve for concentricity to the body. If the sleeve is concentric and the plunger is free, the modu lator is acceptable. Once the modulator assembly passes all of the above test s, it is an acceptable part and should be fitted again. Detent (down -change) solenoid circuit - To check Before checking the detent so lenoid circuit, ma ke certain that the throttle position switch is proper ly adjusted as described in the Engine Management Systems Manual - TSO 4 737, Chapter K, and the battery is in a fully charged condition. Naturally aspirated ca rs 1. With the transmission gear range selector lever in park. turn t he ignition switch to the RUN position but do not start the engine. The ignition switch has to be in the RUN position throughout the checking procedure. However, switch off the ignit ion when remov ing cables from sw itches, etc. TSO 4700 T22-15 2 . Working under the car, slowly advance the throttle linkage. One click should be heard from the transmission of full throttle. 3 . Allow the throttle to return to the closed position. One click should be heard from the transmission. 4. If the system performed as described previously, the detent circuit is operating properly. If the system does not perform as described, proceed to Operation 5. 5. Disconnect the white/green cable from the detent solenoid terminal on the side of the transmission case. Connect a multi-meter into the circuit between the white/green cable and a good earth. Ensure that the multi-meter registers 12V + when the throttle Ii n kage is in the full throttle position, operated from the normal driving position. The reading should fall to zero when the thottle is released. a. If the system operates as described previously, but did not perform properly during Operations 1 to 3 inclusive, replace the solenoid after first checking to see that the internal wiring is operational. b. If the multi-meter fails to register 12V + with the throttle in the wide open position, the circuit is open, proceed to Operation 6. c. If the mu Iti-meter registers 12 V +, with the throttle closed, the circuit is closed. Replace the throttle position switch and recheck the system. 6 . Remove the yellow/purple cable from the throttle position switch plug and socket. Connect a multi-meter between the cable removed and a good earth. At full throttle ensure that the multi-meter registers 12V +. a. If the multi-meter registers 12V+, reconnect the yellow/purple cable to the switch plug and socket. Recheck the system. b. If the multi-meter fails to register a voltage, proceed to Operation 7. 7. Remove the white feed cable from the throttle position switch plug and socket. Connect a multi-meter between the cable removed and a good earth. a. If the multi-meter registers 12 V +, re place the throttle position switch. Recheck the system. b. If the multi-meter fails to register a voltage, proceed to Operation 8. 8. Check fuse 83 on fuse panel F1 on the main fuse board. a. If the fuse is intact, it will be necessary to locate the fault in the wiring. Test for circuit continuity from the white feed cable at the throttle position switch plug and socket, to fuse 83 on fuse panel F1 on the main fuseboard. Turbocharged cars prior to 1989 model year 1. Carry out Operations 1 to 4 inclusive as described for Naturally aspriated cars. 2. Disconnect the white/green cable from the detent solenoid terminal on the side of the transmission case. Connect a multi-meter into the circuit between the white/green cable and a good earth. Ensure that the multi-meter registers 12V+ when the throttle linkage is in the full throttle position, operated from the normal driving position. The reading should fall to zero when the throttle is released. a. If the system operates as described previously, but did not perform properly during Operation 1, replace the solenoid after first checking to see that the internal wiring is operational. b. If the multi-meter fails to register 12V + with the throttle in the wide open position, check for continuity of the white/green cable from the detent solenoid terminal to the kick-down relay. 3 . Check fuse B3 on fuse panel F1 on the main fuseboard . If the fuse is intact, proceed as follows. a. Ensure that the multi-meter registers 12V+ on both white cables at the kick-down relay. b. If the multi-meter fails to register 12V+ on both cables, check for continuity of the white cables from the kick-down relay to fuse B3 on fuse panel Fl. 4. If the multi-meter registers 12V+ on the white cables, proceed as follows. a. Disconnect the throttle position switch plug and socket. Then, ensure that there is continuity of the yellow/purple cable fror:n the throttle position switch plug to the kick-down relay. Alternatively, remove the yellow/purple cable from the plug and apply an intermittent earth to this cable. The contacts of the kick-down relay should be heard 'making' and 'breaking' during th is operation. Connect the yellow/purple cable, if removed from the plug. 5. With the throttle closed and the throttle position switch plug and socket disconnected, check the throttle position switch and its loom as follows. a. Connect a multi-meter between the blue/purple and black cables. Ensure that a continuity reading is obtained. b. With the throttle in the wide open position, connect a multi-meter between the yellow/purple and black cables. Ensure that a continuity reading is obtained. If continuity readings are not obtained, the throttle position switch or its loom is faulty. c. Connect a multi-meter between the black cable in the throttle position switch socket on the engine loom and a good earth. Ensure that a continuity reading is obtained. 1989 model year turbocharged cars 1. Carry out Operations 1 to 4 inclusive as described for Naturally aspirated cars. 2. Disconnect the white/green cable from the detent solenoid terminal on the side of the transmission case. Connect a multi-meter into the circuit between the white/green cable and a good earth. Ensure that the multi-meter registers 12V+ when the throttle linkage is in the full throttle position, operated from the normal driving position. The reading should fall to zero when the throttle is released. a. If the system operates as described previously, but did not perform properly during Operation l, replace the solenoid after first checking to see that the internal wiring is operational. b. If the multi-meter fails to register 12V+ with the throttle in the wide open position, check for continuity of the white/green cable from the detent solenoid terminal to the kick-down relay. 3. Check fuse A4 on fuse panel Fl on the main fuseboard. If the fuse is intact, proceed as follows. 11/88 T22-16 a. Ensure that the multi-meter registers 12V+ on both white/slate cables at the kick-down relay. b. If the multi-meter fails to register 12V + on both cables, check for continuity of the white/slate cables from the kick-down relay to fuse A4 on fuse panel F1. 4. If the multi-meter registers 12V+ on the white/slate cables, proceed as follows. a. Disconnect the throttle position switch plug and socket and ensure that there is continuity of the yellow/purple cable from the throttle position switch plug to the kick-down relay. Alternatively, remove the yellow/ purple cable from the plug and apply an intermittent earth to this cable. The contacts of the kick-down relay should be heard 'making' and 'breaking' during this operation. Connect the yellow/purple cable, if removed from the plug. 5. With the throttle closed and the throttle position switch plug and socket disconnected, check the throttle position switch and its loom as follows. a. Connect a multi-meter between the blue/purple and black cables. Ensure that a continuity reading is obtained. b. With the throttle in the wide open position, connect a multi-meter between the yellow/purple and black cables. Ensure that a continuity reading is obtained. If continuity readings are not obtained, the throttle position switch or its loom is faulty. c, Connect a multi-meter between the black/pink cable in the throttle position switch socket on the engine loom and a good earth. Ensure that a continuity reading is obtained. 11/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSO 4700 T22-17 Section T23 Special torque tightening figures Introduction This section contains the special torque tightening figures app licable to Chapter T. For standard torque tightening figures refer to Chapter P. Section T4 Components used during manufacture of the vehicle have different thread formations (Metric, UNF, UNC, etc.). Therefore, when fitt ing nuts, bolts, and setscrews it is important to ensure that the correct type and size of thread formation is used. Nm kgfm lbf ft Line pressure plug 20 2,0 15 2 Setscrew - Actuator mounting bracket to rear extension 52 5,3 38 3 Setscrew - Engine fl expiate to torque converter 41 4, 1 30 Ref. Component Section TS Section n 9/87 Printed in England © Rolls-Royce Motor Cars Limited 1 987 TSO 4700 T23-1 Section T9 Ref. Component Nm kgfm lbftt 4 Setscrew - Vacuum modulator retainer to case 25 2,5 18 5 Setscrew - Governor to case 25 2,5 18 6 Setscrew - Speedometer drive to case retainer 17 1,7 13 7 Setscrew - Sump to case 8-14 0,9-1,4 6-10 Section T10 Section T11 Section T12 9/ 87 T23-2 ll ~ Sections T1 3, Tl 4, and T1 5 I._, I ~ I /ij'"'v ii I q~?rf f, 'I . .... '_) t;ft'. . D ~' - .'' ~1 "~~ :, ~~,_ - ., . ,.._ . I •.,-J . 8 Setscrew (% UNCJ Control valve unit to case 11 1 .1 8 9 Setscrew ( 5/ is UNC) Control valve unit to case 11 1, 1 8 10 Setscrew - Rear servo cover to case 25 2,5 18 11 Setscrew - S ol enoid to case 11 1,1 8 12 Setscrew -Rear extension to case 32 3,2 23 13 Setscrew - Pump body to cover 25 2 ,5 18 14 Setscrew - Pump t o case 25 2, 5 18 J /J- ,:i: W, • kgfm ' ri~% ~ ; 9 : _ ' «-I -~-, ~ I ~ Nm lbf ft I , ~ ' ' ·'··~ -~ 'l. ;,{)\~,~; , , ~·- ~/r -.1 - 1~ ~ o) Ref. Component ~I!- ""_-..,. ~ Section T16 Section T17 # ,, -~ \ . I r 9/ 87 Printed in England ~ Rolls-Royce Motor Cars Limited 1 9 8 7 TSD 4700 T23-3 Section T18 ~ •0 Ref. Component Nm kgfm lbf ft 15 Setscrew - Parking lock bracket to case 25 2,5 18 16 Nut - Manual shaft to detent lever 25 2,5 18 17 Nut - Gearchange lever to manua l shaft 28 2,8 20 18 Setscrew - Case to centre support 30 3,0 22 r- ·- • ~r-~(, J -- ~·--·- 8y~ '~ ~ - - -=- ,;~~(; .-~"'···~ " =-"' I ,«., ~---- ~ ' ; (Q__/ Section T20 9/ 87 T23-4 Section T24 Workshop tools Workshop tools with either R or RH prefix letters are obta inable from the Parts Distribution Centre at Crewe. However, certain other tools prefixed with the letter 'J' may be obtained from the Kent-Moore or General Motors Organization. A 5244 Oil pressure gauge R 5280 Adapter - air checking AH 7674 Circlip and snap ring "pliers RH 7794 Universal handle - case bush RH 7914 Adapter - oil pressure tapping RH 7952 Retaining clamp - converter RH 7953 Insertion tool - oil pump and rear extension housing oil seals RH 7955 Holding fixture - transmission RH 7956 J-21885 Fitting and removal tool - control valve accumulator piston J-23093 Locating tool - centre support to case Base - holding fixture (used with AH 7955) RH 12556 Extractor- oil pump J-2590 Spring compressor - forward and direct clutches J-7004 Slide hammers J -9578 Removal tool - steel speedometer gear (used with J-21427) J -21362 Inner seal protector - forward and direct clutches J -21363 Inner seal protector - intermediate clutch J -21368 Alignment band - oil pump body and cover J-21370-5 Selector pin - rear servo (used with J-21370-6) J-21370-6 Band apply pin selector gauge - rear servo (used with J-21370-5) J-21409 Outer seal protector - forward and direct clutches J -21427 Removal tool - steel speedometer gear (used with J-9578) J-21465-8 Removal tool - case bush (used with J-21465-13 and RH 7794) J-21465-9 Adapter - fitting case bush (used with J-21465-8 and J -21465-13) J-21465-10 Staking tool - case bushing J-21465-13 Extension - case bushing J-21795 Removal tool - gear unit assembly 4/90 Printed in England © Rolls·Royce Motor Cars Limited 1990 TSO 4700 T24-1