tor and loosely fit the clamp bolt; it may be necessary to rotate the shaft slightly to allow it to engage with the camshaft drive gear. Rotate the distributor body such that the alignment marks made during removal line up.14 The shaft is engaged at the correct angle when the centre of the rotor arm electrode is pointing directly at the No 1 cylinder mark on the distributor body.Distributor on cylinder block15 On engine codes 2E, AEK, AAM, ABS, ADZ, check at this point that the oil pump shaft drive tongue is aligned with the threaded hole, adjacent to the distributor aperture (seeillustration).16 On engine code ADY, check at this point that the oil pump shaft drive tongue is aligned with the axis of the crankshaft (see illustration).17 Install the distributor, then loosely fit the clamp plate and securing bolt; it may be necessary to rotate the shaft slightly to allow it to engage with the intermediate shaft drive gear. Rotate the distributor body such that the alignment marks made during removal line up.18 The shaft is engaged at the correct angle when the centre of the rotor arm electrode is pointing directly at the No 1 cylinder mark on the distributor body - It may take a few attempts to get this right, as the helical drive gears make the alignment difficult to judge. Tighten the distributor clamp bolt to its specified torque. Note: If alignment proves impossible, check that the intermediate shaft sprocket is correctly aligned with the crankshaft pulley - refer to Ch

apter 2A for further guidance.All engine codes19 Refit the distributor cap, pressing the retaining clips firmly into place/ tightening the retaining screws (as applicable).20 Reconnect the Hall sensor cabling to the distributor.21 Where applicable, refit the screening cap, tightening the screws securely.22 Working from the No 1 terminal, connect 4.15 Oil pump shaft drive tongue is aligned with the threaded hole (arrowed), adjacent to the distributor aperture 4.16 Oil pump shaft drive tongue is aligned with the axis of the crankshaft (engine code ADY) 4.6b Centre of the rotor arm electrode aligned with cylinder No 1 mark (arrowed) 501Chapter 5 Part C:Pre-heating systems - diesel modelsContentsGeneral description Glow plug control unit - removal and refittingDegrees of difficultyEasy, suitable for novice with little experience Fairly easy, suitable for beginner with some experience ^ Fairly difficult,suitable for competent DIY mechanic ^ Difficult, suitable for ^ experienced DIY ^ mechanic ^ Very difficult, ^suitable for expert ^ DIY or professional.1 Glow plugs - testing, removal and refitting 3.2SpecificationsGlow plugsElectrical resistanceEngine codes AAZ, 1Y 1.5 Q (approx)Engine code 1Z N/ACurrent consumption:Engine codes AAZ, 1Y 8 amps (per glow plug)Engine code 1Z N/ATorque wrench settings Nm ibfftGlow plug to cylinder head (engine code 1Z) 15 11Glow plug to cylinder head (engine codes 1Y, AAZ) 25 181 General informationTo assist cold starting, diesel engined models are fitted with a pre-heating system, which comprises four glow plugs, a glow plug control unit, a facia mounted warning lamp and the associated electrical wiring.The glow plugs are miniature electric heating elements, encapsulated in a metal case with a probe at one end and electrical connection at the other. Each swirl chamber/inlet tract has a glow plug threaded into it, the glow plug probe is positioned directly in line with incoming spray of fuel. When the glow plug is energised, the fuel passing over it is heated, allowing its optimum combustion temperature to be achieved more readily when it reaches the cylinder.The duration of the pre-heating period is governed by the glow plug control unit, which monitors the temperature of the engine via the coolant temperature sensor and alters the pre-heating time to suit the conditions.A facia mounted warning lamp informs the driver that pre-heating is taking place. The lamp extinguishes when sufficient pre-heating has taken place to allow the engine to be started, but power will still be supplied to the glow plugs for a further period until the engine is started. If no attempt is made to start the engine, the power supply to the glow plugs is

switched off to prevent battery drain and glow plug burn-out. Note that on certain models, the warning lamp will also illuminate during normal driving if a pre-heating system malfunction occurs.Generally, pre-heating is triggered by the ignition key being turned to the second position. However, certain models are equipped with a pre-heating system that activates when the drivers door is opened. Refer to the vehicles handbook for further information.After the engine has been started, the glow plugs continue to operate for a further period of time. This helps to improve fuel combustion whilst the engine is warming up, resulting in quieter, smoother running and reduced exhaust emissions.&>2 Glow plug control unit -removal and refitting ^1 On engine code 1Z, the pre-heating system is controlled by the diesel engine management system ECU - refer to Chapter 4C.Removal2 The glow plug control unit is located behind the facia, above the main relay box - refer to Chapter 11 and remove the relevant sections of trim to gain access.3 Disconnect the battery negative cable an position it away from the terminal.4 Unplug the wiring harness from the control unit at the connector.5 Remove the retaining screws lift the control unit from its mounting bracket.Refitting6 Refitting is a reversal of removal.3 Glow plugs - ^testing, removal and refitting ^Testing1 If the system malfunctions, testing is ultimately by substitution of known good units, but some preliminary checks may be made as described in the following paragraphs.2 Connect a voltmeter or 12 volt test lamp to between the glow plug supply cable and a good earth point on the engine. Caution: Make sure that the live connection is kept well clear of the engine and bodywork.3 Have an assistant activate the pre-heating system (either using the ignition key, or opening the drivers door as applicable) and check that a battery voltage is applied to the glow plug electrical connection. (Note that the voltage will drop to zero when the pre-heating period ends).4 If no supply voltage can be detected at the glow plug, then either the glow plug relay (where applicable) or the supply cabling must be faulty. 502 Pre-heating systems - diesel engines 3.10 Remove the nuts and washers from the glow plug terminal. Lift off the bus bar5 To locate a faulty glow plug, first disconnect the battery negative cable and position it away from the terminal.6 Refer to the next sub-Section and remove the supply cabling from the glow plug terminal. Measure the electrical resistance between the glow plug terminal and the engine earth. A reading of anything more than a few Ohms indicates that the plug is defective.7 If a suitable ammeter is available, connect it between the glow plug and its supply cable and measure the steady state current3.11 Slacken and withdraw the glow plugconsumption (ignore the initial current surge which will be about 50% higher). Compare the result with the Specifications - high current consumption (or no current draw at all) indicates a faulty glow plug.8 As a final check, remove the glow plugs and inspect them visually, as described in the next sub-Section.

Removal9 Disconnect the battery negative cable and position it away from the terminal.10 Remove the nuts and washers from the3.13 Tighten the glow plug to the specified torqueglow plug terminal. Lift off the bus bar (see illustration).11 Slacken and withdraw the glow plug (see illustration).12 Inspect the glow plug probe for signs c* damage. A badly burned or charred probe is usually an indication of a faulty fuel injector, refer to Chapter 4C for greater detail.Refitting13 Refitting is a reversal of removal; tighter the glow plug to the specified torque (see illustration). 6*1Chapter 6ClutchContentsClutch cable - removal, refitting and checking .. Clutch components - removal and refitting General information Degrees of difficulty5 Hydraulic system - draining, refilling and bleeding 26 Master cylinder - removal and refitting 31 Slave cylinder - removal and refitting 4Easy, suitable for Jknovice with little experience ^Fairty easy, suitable for beginner with some experience ^Fairly difficult,suitable for competent \ DIY mechanic gSDifficult, suitable for ^ experienced DIY g^mechanic gSVery difficult, ^suitable for expert \DIY or professional ^SpecificationsClutch mechanism084 and 085 transmissions20 transmission, code letters CYY and CQBAll other 020 and 02K transmissions 02A transmission Torque wrench settingsClutch hydraulic pipe unions Flywheel-to-pressure plate bolts (020 transmission only) .Master cylinder-to-bulkhead nuts Pressure plate-to-crankshaft bolts (020 transmission only):Stage 1 Stage 2Pressure plate-to-flywheel bolts:084. 085 transmission02A transmission Slave cylinder-to-transmission mounting bolts Self-adjusting cable HydraulicSelf-adjusting cable HydraulicNm Ibfft20 1520 1525 1860 44Angle-tighten a further 90°25 18

20 1525 181 General informationVehicles with manual transmission are fitted with a pedal operated single dry plate clutch system. When the clutch pedal is depressed, effort is transmitted to the clutch release mechanism either mechanically, by means of a cable or hydraulically, by means of master and slave cylinders. The release mechanism transfers effort to the pressure plate diaphragm spring, which withdraws from the flywheel and releases the driven plate. The mounting arrangement of the flywheel and clutch components depends on the type of transmission fitted.On vehicles fitted with the 020 or 02K transmission, the clutch system comprises the clutch pedal, the clutch release components, the pressure plate and thedriven plate. Note that the clutch pressure plate is bolted directly to the crankshaft flange- the dished flywheel is then mounted on the pressure plate.On vehicles fitted with the 02A, 085 and 084 transmissions, the layout is more conventional; the flywheel is mounted on the crankshaft, with the pressure plate bolted to it. In this case, removal of the flywheel is described in Chapter 2A.The hydraulic fluid employed in the clutch system is the same as that used in the braking system, hence fluid is supplied to the master cylinder from a tapping on the brake fluid reservoir. The clutch hydraulic system must be sealed before work is carried out on any of its components and then on completion, topped up and bled to remove any air bubbles. Details of these procedures are given in Section 2 of this Chapter.2 Hydraulic system -draining, refilling and bleeding ^A Warning: Hydraulic fluid ispoisonous; thoroughly wash offspills from bare skin withoutdelay. Seek immediate medicaladvice if any fluid is swallowed or getsinto the eyes. Certain types of hydraulicfluid are inflammable and may ignite whenbrought into contact with hotcomponents; when servicing anyhydraulic system, it is safest to assumethat the fluid IS inflammable, and to takeprecautions against the risk of fire asthough it were petrol that was beinghandled. Hydraulic fluid is an effectivepaint stripper and will also attack manyplastics. If spillage occurs onto painted