LLB(Hons)

DE&S Secretariat (Land Equipment)

Ministry
of Defence
DESSEC-PolSecLE-JSC-WPNS@mod.uk

Defence Equipment & Support

Via: Maple Oa # 2043
MOD Abbey Wood
Bristol BS34 8JH

14th March 2019 Our Ref: F012019/00722

Dear

Thank you for your email of 2nd January 2019 requesting the following information:

Could you please provide Merlin Report and / or details of vehicle history for my (deicription of
vehicles.) I confirm that I am the registered keeper of these vehicles.

The details from the VIN plate are as follows:

Land Rover Defender 110 FFR 71-KJ-99

Land Rover Series 2A Lightweight 35-FG-12

Sankey Trailers

42-ET-74

52-AW-69

24-ET-58

27-EN-32

These following two I'm not sure of the reg as the plates are warn and hard to read the reg but I'm
supplying the other information on them to hope you can find something on them.

Reg: 81-PK-17 ?

CES No: 33984

Cont No: WV9264

Chassis No: 586

Code No 2855 0790

NSN: 2330-99-806-7070

Defence Equipment & Support

 Reg: 48-FL-17

CES No: 33984

Cont No: 10710 / 90710 (Either or)

Chassis No: 6 3 (What I can see on the plate)

Code No: 2855 0790

Also I would like to make a freedom of Information request for the following documents;

1.AESP 2300-A-050-0 13 B Vehicle Test, Inspection and Certification

2. AESP 0200-A-221-013 Painting of Service Equipment

3. AESP 2320-A-300-532 B Vehicle Cab Corrosion Inspection Standards

4. AESP 2300-A-310-201 B Vehicle Corrosion Prevention

5. AESP 2300-A-600 Waterproofing Regulations-Vehicles and Equipment

6. The user and services manual with a circuit diagram for the series 2A Landover lightweight

7.The user and services manual with a circuit diagram for the Landover 110 ffr

This was clarified on the 15th January 2019 as follows:

Could you please provide Merlin Report and / or details of vehicle history for my (description of
vehicles.) I confirm that I am the registered keeper of these vehicles.

The details from the VIN plate are as follows:

Land Rover Defender 110 FFR 71-KJ-99

Land Rover Series 2A Lightweight 35-FG-12

Sankey Trailers

42-ET-74

52-AW-69

24-ET-58

27-EN-32

These following two I'm not sure of the reg as the plates are warn and hard to read the reg but I'm
supplying the other information on them to hope you can find something on them.

Reg: 81-PK-17 ?

Defence Equipment & Support 2

 CES No: 33984

Cant No: WV9264

Chassis No: 586

Code No 2855 0790

NSN: 2330-99-806-7070

Reg: 48-FL-17

CES No: 33984

Cont No: 10710 / 90710 (Either or)

Chassis No: 6 3 (What I can see on the plate)

Code No: 2855 0790

Also I would like to make a freedom of Information request for the following documents;

1.AESP 0200-A-221-013 Painting of Service Equipment

2. AESP 2300-A-300-532 B Vehicle Cab Corrosion Inspection Standards

3. AESP 2300-A-310-201 • B Vehicle Corrosion Prevention

4. AESP 2300-A7 600 Waterproofing Regulations-Vehicles and Equipment

5. The user and services manual with a circuit diagram for the series 2A Landover lightweight

6. The user and services manual with a circuit diagram for the Landover 110 ffr

I am treating your correspondence as a request for information under the Freedom of Information Act
2000.

A search for the information has now been completed within the Ministry of Defence, and I can confirm
that some information in scope of your request is held.

The information you have requested can be found below, but some of the information falls entirely within
the scope of the absolute exemptions provided for at sections 21 (Information Reasonably Accessible to
Applicant) and 40 (Personal Data), and qualified exemption provided for at section 26 (Defence)and has
been redacted.

Section 21 (Information Reasonably Accessible to Applicant) has been applied to AESPs 0200-A-221-
013 and 2300-A-050-013 because they have been published previously and can be found on the gov.uk
publication site (link is included below).

Section 40(2) has been applied to some of the information in order to protect personal information as
governed by'the Data Protection Act 1998.

Sections 21 and 40 are absolute exemptions and there is therefore no requirement to consider the public
interest in making a decision to withhold the information.

Defence Equipment & Support 3

 'Section 26 is a qualified exemption and subject to public interest testing which means that the
information requested can only be withheld if the public interest in doing so outweighs the public interest
in disclosure.

Section 26(1)(b) has been applied to some of the information because it contains details which are
operationally sensitive and would prejudice the capability and effectiveness of our armed forces. The
balance of public interest was found to be in favour of withholding the information given that, overall, the
public interest is best served in not releasing any details that would prejudice the security of UK
personnel and which would provide tactical advantage to our enemies and forthese reasons I have set
the level of prejudice against release of the exempted information at the higher level of "would" rather
than "would be likely to".

The information you requested regarded Merlin reports and vehicle histories is exempt under s21 of the
FOI Act. The department has undertaken a routine review of the MERLIN archive and the final version of
this has since been released as part of a previous FOI request, which can be accessed at:

, https://www.gov.uk/government/publications/foi-responses-published-by-mod-week-commencinq-09-
julv-2018

However, a search of our records showed no information is held on vehicles (VRNs) 35FG12, 27EN32,
81PK17 or 48FL17.

The information you requested for the documents is as follows:

1. AESP 0200-A-221-013 and 2. AESP 2300-A-300-532 are exempt under s21 and can be found at the
following link:

https://assets.publishimservice.gov.uk/government/uploads/system/uploads/attachment data/file/6071
74/Army Equipment Support Publication AESP 233-E202-522 GS Carqo.pdf

3. AESP 2300-A-310-201 is attached below.

4. AESP 2300-A-600-013 is attached below.

5. Despite an extensive search of archives no documentation has been found for the 2A Land Rover
lightweight. It is possible that the REME museum may be able to offer some assistance and they can be
contacted at the following link:

enouiries@rememuseum.org.uk

6. AESP 2300-D-122-302 is attached below

Under Section 16 of the Act (Advice and Assistance) you may find it helpful to note the database in the
above link for MERLIN is split into seven spreadsheets. The first has a list of vehicles, while sheets two
through seven have the service histories. To search for a vehicle this can be done by pressing Ctrl + F,
then typing the vehicle registration number, and then enter.

Furthermore, you may wish to note that when the MERLIN database was archived into its current format
some data may have been lost or corrupted. You should, therefore, be cautious that some of the data
may be inaccurate.

If you have any queries regarding the content of this letter, please contact this office in the first instance.

If you wish to complain about the handling of your request, or the content of this response, you can
request an independent internal review by contacting the Information Rights Compliance team, Ground
Floor, MOD Main Building, Whitehall, SW1A 2HB (e-mail CIO-F01-IR@mod.gov.uk). Please note that
any request for an internal review should be made within 40 working days of the date of this response.

Defence Equipment & Support 4

If you remain dissatisfied following an internal review, you may raise your complaint directly to the
Information Commissioner under the provisions of Section 50 of the Freedom of Information Act. Please
note that the Information Commissioner will not normally investigate your case until the MOD internal
review process has been completed. The Information Commissioner can be contacted at: Information
Commissioner's Office, Wycliffe House, Water Lane, Wilmslow, Cheshire, SK9 5AF. Further details of
the role and powers of the Information Commissioner can be found on the Commissioner's website at
https://ico.org.uk/.

Yours sincerely,

DES SEC Pol Sec Land Equipment

Defence Equipment & Support

.

,
ARMY EQUIPMENT 2320-D-122-302
SUPPORT PUBLICATION 2nd Edition APRIL 1989
(Superseding 1st Edition
dated December 1985)

Note:
Retain 1st Edition until
Category 522 is issued

FOR-GFRGIAL--USE-ONL--*
CROWN COPYRIGHT RESERVED
The information within this publication is released by
the UK Government to the recipient in accordance with
the Conditions of Release at Page (ii)

LAND ROVER 90/110/127,

ALL VARIANTS
(EXCLUDING APV, SAS
AND 127 CRASH RESCUE
AMBULANCE)
REPRINTED INCORPORATING AMNDTS 1-7

TECHNICAL DESCRIPTION

, BY COMMAND OF THE DEFENCE COUNCIL

Liet..?„ •
Ministry of Defence

LAND SYSTEMS TECHNICAL PUBLICATIONS AUTHORITY

Royal Arsenal West, Woolwich,
London SE18 6ST

Page (i)
2320-D-122-302 ARMY EQUIPMENT
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CONDITIONS OF RELEASE

2, T4t.ia-m4efriia44en-RItra4-be-aeeefeled-Nte-terrte-elegfee-ef-seetifttrisfe4eetien
aa-thet--eeeerdert-t*eretri-bp4Ite-IJK-Goverrrnterit-.

T-144e-in4effnatien-Fney-be-d+se4eeed-al,fy-wit4tifi-the-Befenee43epaftmerrt
e444e-Feeipiem-GavefiterNem7eiteept-es-ettterv Airtistry
ef-Befertee-tArrnr}7

4. This information may be subject to privately owned rights.

Page (ii) Apr 89

ARMY EQUIPMENT 2320-D-122-302
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AMENDMENT RECORD

Arndt Incorporated Amdt Incorporated Date

Date
No By (Signature) No By (Signature)

1 INCORPORATED 32

2 INCORPORATED 33
3 k •,7-e:i 34

4 ..Iii,i Ili 35

5 11 toleg 36

6 leblv, 37

7 a4111114 38
8 39
9 40
10 41
11 42
12 43
13 44
14 45
15 46
16 47
17 48
18 49
19 50
20 51
21 52
22 53
23 54
24 55
25 56
26 57
27 58
28 59
29 60
30 61
31 62

Apr 89 Page (iii)/(iv)

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CONTENTS

PRELIMINARY MATERIAL Page

Title page (front cover) (i)
Conditions of release (ii)
Amendment Record Sheet (iii)/(iv)
Contents (this List) (v)
PREFACE
Introduction (vi)
Related and Associated Publications (vi)

TECHNICAL DESCRIPTION

CHAPTERS
1 Engines
1-1 2.5 litre diesel engine
1-2 3.5 litre petrol engine
1-3 2.5 litre diesel engine breather system
2 Clutches
2-1 Clutch 2.5 litre diesel 90 and 110
2-2 Clutch 3.5 litre petrol 110 and 127
3 Gearboxes
3-1 LT77 five speed manual gearbox
3-2 LT85 five speed manual gearbox
3-3 LT85 lightweight divided-case manual gearbox
4 Transmission (Transfer)
5 Rear axles
5-1 Salisbury type - 8HA
5-2 Land Rover heavy duty
6 Front axles
6-1 Front axle 2.5 litre diesel 90 and 110
6-2 Front axle 3.5 litre petrol 110 and 127
7 Steering systems
7-1 Manual steering system
7-2 Power assisted system
8 Suspension
8-1 Suspension 90/110 vehicles
8-2 Suspension 127 vehicles (Heavy duty)
9 Wheels and tyres (NTU)
10 Braking system
11 Fuel systems
11-1 Diesel fuel system
11-2 Petrol fuel and exhaust system
11-3 Pulsair system (derated engine)
12 Cooling system
12-1 2.5 litre diesel cooling system 90/110
12-2 3.5 litre petrol cooling system 110/127
12-3 Winterised cooling system
U

14 Hydraulic system (NTU)

15 Chassis
15-1 Chassis 90 and 110 vehicles
15-2 Chassis 127 vehicles
16 Body and cab fittings (NTU)
17 Electrical winch 127 vehicles
18 Heating and ventilation
18-1 Heating and ventilation system

Jan 91 (Amdt 2) Page (v)

2320-D-122-302 ARMY EQUIPMENT
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PREFACE

Sponsor : LSOR3C

INTRODUCTION
1. Service users should forward any comments on this publication through the channels
prescribed in AESP 0100-P-011-013.

2. The subject matter of this publication may be affected by Defence Council Instructions (DCIs),
Standing Operating Procedures (SOPs) or by local regulations. When any such Instruction, Order
or regulation contradicts any portion of this publication it is to be taken as the overriding authority.

3. For periods of servicing and lubricants to be used reference must be made to the Maintenance
Schedule.

RELATED AND ASSOCIATED PUBLICATIONS

Related publications

4. The Octad for the subject equipment consists of the publications shown below. All references
are prefixed with the first eight digits of this publication.

CATEGORIES AND INFORMATION LEVELS

Category 1 2 3 4 5 6 7 8

Level 1 2 1 2 3 4 1 2 1 2
1 USER/OPERATOR 101 201 201 ' 201 201 ' • 601 711 721 •
2 UNIT MAINTENANCE • 302 * 512 522 532
3 FIELD MAINTENANCE ` 302 ' * 512 522 532 " * * *

4 BASE MAINTENANCE * ` 302 512 524 534 • • * *

10 Purpose 8. Planning Information 53 Inspection Standards

2.0 Operating Information 5 4 Calibration Procedures
30 Technical Description 60 Maintenance Schedules
4.1 Installation Instructions 71 Illustrated Parts Catalogue
42 Prep for Special Environments 7 2 Commercial Parts List
51 Failure Diagnosis 81 Modification Instructions
52 Repair Instructions 82 General Instructions

* Not published

Reference to relevant Group Index (see AESP 0100-A-001-013) must be made to ensure the
availability of the listed publications.

Assoclat d publications

5. Code No Type Title

2910-F-101-302 AESP CAV FUEL INJECTION PUMP DPS

2920-C-102-302 AESP GENERATOR No 16 MK 1, 90 Amp

(LUCAS, CAV, AC 172)

Page (vi) Apr 89

 ARMY EQUIPMENT 2320-D-122-302
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Chapter 1
ENGINES
TECHNICAL DESCRIPTION

INTRODUCTION
1 This Chapter gives the technical descriptions for engines
fitted to Land Rover 2.5 litre diesel 90 and 110 vehicles, and
Land Rover 3.5 litre petrol 110 and 127 vehicles.
2 The Chapter has been Sub-chaptered as follows to accommodate
the engine fitted to Land Rover 2.5 litre diesel 90 and 110
vehicles, and the engine fitted to Land Rover 3.5 litre petrol
110 and 127 vehicles.
Chapter 1-1 2.5 LITRE DIESEL ENGINE
Chapter 1-2 3.5 LITRE PETROL ENGINE
Chapter 1-3 2.5 LITRE DIESEL ENGINE BREATHER SYSTEM
General
3 The information given is applicable to both left and right
drive vehicles. Throughout the chapter the following terms are
used to describe the location of components on the engine, when
the engine is out of the vehicle.
3.1 Drive end - The end from which the drive is taken, i.e.
• the flywheel end.
3.2 Front - The end to which the crankshaft pulley is
fitted, i.e. opposite to the drive end.
3.3 Left and Right sides - The sides are as viewed from the
drive end of the engine.

Jan 91 (Arndt 2) Chap 1

Page 1/2
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3
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Chapter 1-1
ENGINE 2.5 LITRE DIESEL
CONTENTS

Frame Para
Engine
1 General
2 Cylinder block
4 Crankshaft and main bearings
8 Flywheel assembly
11 Flywheel housing
12 Camshaft
13 Tappets
14 Connecting rods and pistons
17 Cylinder head
18 Valves
19 Rocker shaft assembly
21 Operation
22 Valve tip clearances
23 Rocker cover
24 Timing case and pulleys
Engine lubrication
28 General
29 Oil circulation
34 Oil cooling (12/24 volt only)
35 Oil pump
36 Oil filter
37 Oil cooler (12/24 volt only)
Fig Page
1 2,5 Litre diesel engine 2
2 Crank shaft 3
3 Flywheel assembly 4
4 Camshaft and pulley 5
5 Tappets 6
6 Piston and connecting rod 7
7 Exploded view of cylinder head 8
8 Timing belt, pulleys, covers and water PAP 11
9 Engine oil circulation 12
10 Oil pump 14

Apr 89 Chap 1-1

Page 1
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2320-D-122-302 ARMY EQUIPMENT

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Fig 1 2,5 Litre diesel engine

Chap 1-1 Apr 89

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ENGINE
General
1 The engine (Fig 1) is a Land Rover diesel 2.5 litre, 4 cylinder in line,
compression ignition, overhead valve, liquid cooled unit having a nominal bore
of 90,47 mm (3.562 in) and a stroke of 97,0 mm (3.819 in).
Cylinder block.
2 The cylinder block is of cast iron and is integral with the crankcase.
3 The cylinder bores are unlined but may be rebored and fitted with liners at
overhaul.
Crankshaft and main bearings
4 The crankshaft (Fig 2 (2)) runs in five pre-finished replaceable shell
bearings (1).
5 End float of the crankshaft is controlled by thrust washers (3) which are
located on both sides of the centre main bearing housing. Oversize thrust
washers are available which may be combined with,standard thrust washers to
obtain the correct end float, provided that the difference between the thrust
washers is not more than 0.08 mm (0.003 in).

LR4417M

1 Shell bearing 2 Crankshaft 3 Thrust washers

Fig 2 Crankshaft
Apr 89 Chap 1-1
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6 The front end of the crankshaft has a pulley fitted which incorporates a
torsional vibration damper.
7 The crankshaft at the drive end has provision for eight fixing bolts for
attaching the flywheel.
Flywheel assembly
8 The flywheel assembly (Fig 3) consists orthe flywheel and a starter ring
gear.
9 The flywheel (3) is a steel forging and is secured to the crankshaft by
eight set screws (6) a reinforcing plate (5) and a locating dowel (4) .
10 Th8 starter ring gear (2) is shrunk onto the flywheel. The ring is heated
to 240 C (464 .) prior to assembly and is slipped over the flywheel.
Flywheel housing
11 The flywheel housing (1) is an aluminium alloy casting secured to the rear
of the crankcase, it also forms the mounting for the engine starter motor. A
plugged aperture on the upper right hand side of the housing, allows access for
engine timing.

1 Flywheel housing 4 Dowel

2 Starter ring gear 5 Reinforcing plate
3 Flywheel 6 Setscrew

Fig 3 Flywheel assembly

Chap 1-1 Apr 89

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Camshaft
12 The camshaft (Fig 4 (2)) is supported by four bearings (3) and is driv n
by a pulley (4) and toothed belt from the crankshaft, a skew gear formed
between the two inner bearing journals provides drive for the oil and vacuum
pumps. Camshaft end float is controlled by a thrust plate (1) bolted to the
cylinder block.

LR4419M

1 Thrust washer 3 Bearings

2 Camshaft 4 Camshaft pulley

Fig 4 Camshaft and pulley

Apr 89 Chap 1-1

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Tappets
13 The tappets (Fig 5) are of the roller and slide type operating in a guide
fitted to the cylinder block.

LR4050M

1 Screw guide locating Roller

2 Slide Guide

Fig 5 Tappets

Connecting-rods and pistons

14 The connecting-rod and piston assemblies are shown in Fig 6. Shell bearings
(8) are fitted to the big ends and bushes (4) to the small ends. The pistons
(3), connecting rods (5) and caps (6) are marked with their relevant cylinder
number and should be kept together as an assembly with their associated big end
bearings.
15 The pistons are secured to the small end by means of a gudgeon pin (10) and
circlips (2). The connecting rod caps (6) are secured by two bolts (9) and nuts
(7).
16 The pistons incorporate a 'V' trough cast in the crown to improve
turbulence. Each piston has 'three rings (1) fitted, the top ring is a square
friction edge chrome plated type. The middle ring is a bevelled friction edge
type, marked 'TOP' on the upper side. The bottom ring is the oil control and is
of the S E 0 C (Spring Expander Oil Control) conformable type.

Chap 1-1 Apr 89

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1 Piston rings 6 Connecting rod cap

2 Circlip 7 Retaining nut
3 Piston 8 Bearing
4 Bush 9 Retaining bolt
5 Connecting rod 10 Gudgeon pin

Fig 6 Piston and connecting rod

Apr 89 Chap 1-1

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13
LR4044M

Fig 7 Exploded view of cylinder head

Chap 1-1 Apr 89

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Key to Fig 7

1 Gasket-rocker cover 19 Exhaust valve guide

2 Rocker cover 20 Oil seal-valve guide
3 Oil filler cap 21 Inner valve spring
4 Inlet manifold 22 Outer valve spring
5 Cover-thermostat housing 23 Valve spring retainer
6 Gasket 24 Split collets
7 Thermostat 25 Inlet valve guide
8 By-pass adaptor 26 Oil seal-valve guide
9 Thermostat housing 27 Push rod
10 Gasket 28 Rocker bracket
11 Manifold gasket 29 Rocker shaft
12 Cylinder head 30 Rocker shaft plug
13 Cylinder head gasket 31 Spacer
14 Exhaust valve 32 Spring
15 Exhaust valve seat 33 Rocker lever
16 Inlet valve 34 Locknut
17 Inlet valve seat 35 Adjusting screw
18 Exhaust manifold

Cylinder head
17 The cylinder head (Fig 7 (12)) is jacketed for the circulation of coolant
and is secured to the cylinder block by bolts and through studs. The head is
fitted with guides (19) and (25) and seats (15) and (17) for the valves, tubes
for the push rods and shrouds and hot plugs at the injector locations.
Valves
18 The valve assembly consists of a valve (14), split collets (24), spring
retainer (23), inner and outer springs and an oil seal (20). The outer spring
(22) is left hand coiled and the inner spring (21) is right hand coiled.

Rocker shaft assembly

19 The rocker shaft assembly consists of rocker levers (33), mounted on a
hollow shaft (29) carried in four support brackets (28), springs (32) ar
interposed between the rocker levers. Each rocker lever is fitted with a bush
and an adjustment screw (35) and locknut (34).
20 The rocker shaft assembly is secured to the cylinder head by bolts through
the support brackets. Support brackets numbers one three and five are fitted
with studs for securing the rocker cover, number two support bracket is fitted
with a locating screw and spring washer. The locating screw connects with a
corresponding bore in the rocker shaft to ensure correct spacing of the rocker
levers on the shaft.
Operation
21 The valves are opened by the rocker levers which are operated by the push
rods which in turn are operated through the tappets by the camshaft. The
valves are opened at timed intervals. With the rocker levers acting upon the
valves, pressure is exerted on the valves, compressing the springs and thus
opening the valves. As pressure from the lever is released, the springs return
to their original position thus closing the valves.
Valve tip clearances
22 The valve tip clearances are set at 0,25mm (0.010in) for both inlet and
exhaust valves.

Apr 89 Chap 1-1

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Rocker cover

23 The rocker cover is secured to the cylinder head by three cap nuts and is
sealed by a replaceable gasket. The cover incorporates the oil filler cap and
breather.
Timing case and pulleys
24 The timing case (Fig 8) consists of front and rear covers. The cast
aluminium alloy rear cover (5) incorporates housings for the crankshaft and
camshaft oil seals, the upper portion of the casting forms the mounting for th
cooling system water pump (15). The rear cover is secured to the front of the
cylinder block (1) and is sealed by gaskets.
25 The front cover (36) is also an aluminium alloy casting and incorporates a
housing for the front crankshaft oil seal and an inspection aperture. A vent
(30) and after wading drain plug (29) are situated at the bottom of the front
cover.
26 Three pulleys are housed within the case, the crankshaft pulley, (38) which
provides the drive for the camshaft (7) and DPS pump (43) pulleys via a rubber
timing belt (39), correct belt tension is achieved by an adjustable jockey
pulley (42).
27 The rear cover and pulleys are marked with timing points to facilitate
correct timing of the engine.

Key to Fig 8

1 Cylinder block 24 Bolt-crankshaft pulley

2 Gasket-rear cover 25 Crankshaft pulley
3 Gasket-water gallery 26 Oil seal
4 Gasket-triangular 27 Bolt-vent bracket
5 Rear cover 28 Washer-vent bracket
6 '0' ring seal 29 Wading plug
7 Camshaft pulley 30 Bracket-vent
8 Special washer 31 Gasket-vent bracket
9 '0' ring seal 32 Gauze-vent bracket
10 Plain washer 33 Bolt-front cover securing
11 Bolt-camshaft 34 Centre bolt-front cover
12 Gasket-water pump 35 Plain washer
13 Hose clip 36 Front cover
14 By-pass hose 37 Gasket-front cover
15 Water pump 38 Crankshaft timing pulley
16 Plain washer 39 Timing belt
17 Bolt-water pump 40 Clamp belt tensioner
18 Pulley-fan/water pump 41 Nut-belt tensioner clamp
19 Fan and viscous coupling assy. 42 Tensioner
20 Fan 43 DPS pump pulley
21 Viscous coupling 44 Fibre washer
22 Bolt-pulley to water pump 45 Bolt-rear cover
23 Plain washer 46 Plain washer

Chap 1-1 Apr 89

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2 3 4 5 6 7 8 9 10 11 12 13

21

46
45

44

27 26 26 24 23 22
30 29 28

Timing belt, pulleys, covers and water pump Fig 8

Fig 8
Chap 1-1
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ROCKER SHAFT
CAMSHAFT
MAIN OIL GALLERY
PISTONCOOUNGJETS
3
CRANKSHAFT
BY-PASS
OIL
PUMP FILTER
COOLER
SUMP
STRAINER
SUMP
LR4421M
Fig 9 Engine oil circulation
Chap 1-1 Apr 89
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ENGINE LUBRICATION
General
28 Engine lubrication is of the wet sump type, oil pressure is provided by a
gear type pump driven by a skew gear on the camshaft.
Oil circulation (Fig 9)
29 The oil pump draws oil from the sump through the suction pipe and strainer
and passes it through internal drillings in the cylinder block to an
externally mounted full flaw filter. Further drillings feed the oil to the
main oil gallery drilled the length of the cylinder block.
30 Drillings, in the cylinder block webs, feed oil from the main gallery to
, the main bearings, and cross drillings in the crankshaft carry oil to the
connecting rod big end bearings. The camshaft bearings are lubricated by oil
being fed through drillings from the main gallery.

31 An external pipe, connected between the cylinder block and head, feeds oil
to the rocker shaft assembly which escapes through a small bleed hole in each
rocker lever to lubricate the valves and springs.
32 The pistons are cooled by lubricating oil being sprayed on them by cooling
jets taking their feed from the main oil gallery via relief valves which allow
the oil to flow at a pre-determined pressure.

33 Oil pressure is controlled by a pressure relief valve incorporated within

the oil pump that allows excess oil to return to the sump.
Oil cooling (12/24V only)

34 Oil cooling is achieved by the fitment of an adaptor to the full flow

filter head, a thermostat within the adaptor allows oil to flow to the cooler
when it reaches a pre-determined temperature. Cooled oil is returned to the
engine through a second adaptor in the filter head.
Oil pump
35 The oil pump is a conventional gear type pump, driven by a splined shaft
and coupling, in mesh with a skew gear formed on the camshaft, and is secured
to the crankcase by two set screws. It consists of two gears, one drive (Fig
10 (5)) and one idler (6), housed in the pump body (12). The sump strainer
(11) and combined suction pipe is connected to the pump body and is supported
by a bracket (1) attached to the cover (4) and strainer. A pressure relief
valve is situated in the pump body.
Oil filter

36 The oil filter is a full flow single element canister type, and is mounted
on the right hand side of the engine. A by-pass valve is incorporated in the
filter head to ensure the passage of oil should the filter become blocked.

Oil cooler (12/24V only)

37 The oil cooler is mounted in an 'A' frame attached to cross tubes in front
of the vehicle radiator. The oil cooler is an assembly of five 'U' tubes
connected between an input reservoir and an output reservoir. Air drawn into
the matrix cools the oil as it passes through the 'U' tubes before returning
to the output reservoir.

Apr 89 Chap 1-1

Page 13
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1 Support bracket 7 Relief valve plug

2 Washers 8 Sealing washer
3 Bolts 9 Relief valve spring
4 Cover 10 Relief valve plunger
5 Driven gear 11 Strainer
6 Idler gear 12 Body

Fig 10 Oil pump

Chap 1-1 Apr 89

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Chapter 1-2

3.5 LITRE PETROL ENGINE

TECHNICAL DESCRIPTION
CONTENTS

Para.
ENGINE
1 General
2 Cylinder block
4 Crankshaft and main bearings
8 Flywheel assembly
11 Camshaft
12 Tappets
13 Connecting rods and pistons
16 Cylinder head
17 Valves
18 Rocker shaft assembly
19 Operation
20 Rocker cover
21 Timing case and timing gear
ENGINE LUBRICATION
23 General
25 Oil circulation
26 Oil pump
27 Oil cooling
28 Oil filter
Fig. Page

1 3.5 Litre petrol engine 2

2 Crankshaft 3
3 Flywheel assembly 4
4 Camshaft and chainwheel 5
5 Tappets 6
6 Piston and connecting rod 7
7 Exploded view of cylinder head 8
8 Timing chain, chainwheels, cover and water pump 11
9 Engine oil circulation 13
10 Oil pump 15

Oct 90 (Amdt 1) Chap 1-2

Page 1
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The engine shown is a 12/24V screened engine with power steering

pump.
Fig 1 3.5 Litre petrol engine

Chap 1-2 Oct 90(Amdt 1)

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ENGINE
General
1 The engine (Fig 1) is a Land Rover 3.5 litre, overhead valve
unit having two rows of four cylinders in a vee configuration and
liquid cooling. The engine has a nominal bore of 88.90 mm (3.50
in) and a stroke of 71.12 mm (2.80 in) giving a cubic capacity of
3528 cubic centimetres (215 cu.in.)
Cylinder block
2 The cylinder block is of aluminium alloy and is cast
integrally with a shallow crankcase. The two banks of cylinders
form a 90* angle.
3 The cylinder bores have pressed in liners which may be re-.
bored at overhaul intervals if necessary.
Crankshaft and main bearings
4 The crankshaft (Fig 2 (1)) runs in five sets of pre-finished
replaceable shell bearings (2).

1 Crankshaft 3 Centre shell bearing

2 Shell bearing upper half
Fig 2 Crankshaft

Oct 90 (Amdt 1) Chap 1-2

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5 The end float on the crankshaft is controlled by the centre
main bearing upper half (3) which is a flanged bearing
presenting a thrust face on either side to the crankshaft. The
cap half of the bearing is a plain shell type.
6 The front end of the crankshaft has a pulley fitted which
incorporates a torsional vibration damper.
7 The crankshaft at the drive end has provision for six screws
for attaching the flywheel.
Flywheel assembly
8 The flywheel assembly (Fig 3) consists of the flywheel and a
starter ring gear.
9 The flywheel (1) is a steel forging and is located on the
crankshaft by a spigot and is retained by six setscrews (2).
10 The starter ring gear (3) is shrunk on to the flywheel. The
ring is heated to 170°C (338°F) prior to assembly and is slipped
over the flywheel.

1 Flywheel 3 Starter ring gear

2 Setscrew
Fig 3 Flywheel assembly
Chap 1-2 Oct 90(Arndt 1)
Page 4
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Camshaft
11 The camshaft (Fig 4(1)) is located between the two banks of
cylinders and is supported by five bearings which are machined in
the crankcase casting. It is driven by the crankshaft via a
timing chain (2) and chainwheel (3).
Note ...
The camshaft bearings are not replaceable, therefore if worn a
new engine block is required.

1 Camshaft 5 Gear
2 Timing chain 6 Washer
3 Chainwheel 7 Bolt
4 Spacer 8 Camshaft Key

Fig 4 Camshaft and chainwheel

Chap 1-2
Oct 90(Arndt 1) Page 5

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Tappets
12 The tappets (Fig 5 (1)) are of the hydraulic type which
ensure quiet running and obviates the need for adjustment.

1 Hydraulic tappets
Fig 5 Tappets

Connecting-rods and pistons

13 A connecting rod and piston assembly is shown in Fig 6.
Shell bearings (5) are fitted to the big ends of the connecting
rods (6). The pistons (8), connecting rods (6), bearing caps
(4), and gudgeon pins (5) should be labelled to ensure that they
are replaced in the same cylinders from which they were removed.
14 The pistons (8) are fitted to the connecting rods (6) by
gudgeon pins (7). The connecting rod bearing caps (4) are
retained by two special bolts (2) and nuts (3).
15 Each piston has three rings (1) fitted comprising of a
chromed compression ring at the top, a plain compression ring
marked 'top' on its upper surface and a three part oil scraper
ring which consists of an expansion ring and two ring rails.

Chap 1-2
Page 6 Oct 90(Arndt 1)
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1 Piston rings 5 Shell bearings

2 Bolt 6 Connecting-rod
3 Nut 7 Gudgeon pin
4 Bearing cap 8 Piston

Fig 6 Piston and connecting rod

Chap 1-2
Oct 90(Arndt 1) Page 7
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35
34
33
32
31
30
29
28 10

15

Fig 7 Exploded view of cylinder head

Chap 1-2
Page 8 Oct 90 (Arndt 1)
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Key to fig 7

1 Bolt 19 Exhaust valve seat

2 Rocker cover 20 Inlet valve seat
3 Gasket 21 Hydraulic tappet
4 Shaft 22 Cup plug
5 Spring 23 Valve guide
6 Rocker assembly R.H. 24 Valve spring
7 Push rod 25 Valve stem seal
8 Bolt 26 Valve spring cap
9 Core plug 27 Split collets
10 Cylinder head 28 Shaft end plug
11 Bolt 29 Split pin
12 Washer 30 Plain washer
13 Bolt 31 Wave washer
14 Bolt 32 Rocker assembly L.H.
15 Spark plug 33 Bracket
16 Gasket 34 Baffle
17 Exhaust valve 35 Bolt
18 Inlet valve

Cylinder heads
16 The two cylinder heads (Fig 7 (10)) are of a similar
construction being cast in aluminium alloy and having both the
inlet and exhaust valve guides (23) and seats (19,20) inserted.
The valves are arranged in line and are inclined at an angle of
10° above the cylinder bore centre line. The cylinder heads have
cast water channels for the circulation of coolant.
Valves
17 The valve assembly consists of a valve (17), valve spring
(24), spring retainer (26) and two collets (27). In addition
there is a seal (25) fitted to each of the inlet valve stems.
Rocker shaft assembly

18 The rocker shaft assembly consists of a tubular rocker shaft

(4) with pivoting rocker arms (6,32). Springs (5) are positioned
by
between the rocker arms on the rocker shaft which is supported
four brackets (33) attaching the assembly to the cylinder head
via through bolts (35).

Operation
19 The valves are operated at timed intervals by the camshaft.
As a cam lobe rotates, it pushes the tappet which in turn moves
the pushrod. The pushrod is engaged in a recess in one end of the
rocker. The opposite end of the rocker applies pressure to the
end of the valve stem overcoming the opposing force which the
valve spring is applying thus opening the valve. When the cam
lobe has rotated away from the tappet, the valve spring closes
the valve returning the mechanism to its original position.

Chap 1-2
Oct 90(Arndt 1) Page 9
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Rocker cover
20 The rocker covers are retained by four bolts and they are
each fitted with a replaceable gasket. The left-hand rocker box
is fitted with a breather and the right-hand with an oil filler.
Timing case and timing gear
21 The timing case (Fig 8) is an aluminium alloy casting which
houses the timing chain, chain wheels, the distributor drive
gear and a crankshaft oil seal (28). Mounted on the outside of
the timing case are the oil pump housing, the distributor and
the coolant pump (4). The whole assembly is located on the front
of the crankcase where it is retained by bolts and is sealed by
a gasket (1).
22 The length of crankshaft which projects through the timing
case has double pulley (21 & 22) on 12V vehicles or a treble
pulley on 12/24V vehicles from which run vee-belts to drive the
alternator(s), the cooling fan, coolant pump and the power
steering pump (where fitted). Timing marks are engraved on the
pulley to facilitate timing of the engine.

Key to fig 8
1 Gasket 16 Setscrew
2 Timing cover 17 Spacer
3 Gasket 18 Pin
4 Water pump 19 Bolt
5 Plain washer 20 Reinforcing plate
6 Setscrew 21 Pulley
7 Plain washer 22 Pulley
8 Bolt 23 Vibration damper
9 Pulley 24 Balance rim
10 Setscrew 25 Nut
11 Plain washer 26 Deflector
12 Cooling Fan 27 Seal retainer
13 Viscous coupling 28 Seal
14 Setscrew 29 Bolt
15 Spring washer 30 Bolt

Chap 1-2
Page 10 Oct 90 (Amdt 1)
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1 2

29
28
27

20
cover and water pump Fig 8
Fig 8 Timing chain, chainwheels,
Chap 1-2
Page 11/12
Oct 90 (Arndt 1)
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1 Rocker arms 6 Oil strainer

2 Tappets 7 Oil pump
3 Camshaft bearings 8 Oil filter
4 Crankshaft main bearings 9 Oil cooler
5 Connecting-rod bearings
Fig 9 Engine oil circulation

Chap 1-2
Oct 90 (Amdt 1) Page 13
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ENGINE LUBRICATION
General
23 The engine is lubricated by a wet sump system, the oil being
circulated by a gear type pump driven by a skew gear on the
camshaft.
Oil circulation (Fig 9)
24 The oil pump draws oil up from the sump through a suction
pipe and strainer from where it passes through drillings in the
cylinder block to an external full-flow filter. An oil cooler is
fitted to prevent overheating during prolonged running of the
engine whilst the vehicle is stationary.
Note ...
In Fig 9 only one bank of cylinders is shown for clarity.
25 Oil lubricates the big end bearings by passing through the
crankshaft webs via drilling in the cylinder block and
crankshaft main bearings. Lubrication to the rockers and valve
gear is provided by oil passing through branches from the main
gallery via the two cylinder heads. The oil then drains down the
pushrod tunnels to lubricate the camshaft lobes returning to the
sump.
Oil puma
26 The oil pump (Fig 10) is a gear type which is driven via a
skew gear fitted to the camshaft. The upper end of the shaft
driven by the skew gear drives the distributor. Oil pressure is
affected by changes in engine speed and therefore is excess oil
pressure is controlled by a pressure relief valve (2) which
opens allowing oil to recirculate to the low pressure side of
the pump.
Oil cooling
27 After passing through the oil pump, oil transfers through a'
hose which is connected to the filter housing, to an oil cooler
which is mounted at the front of the vehicle. A return hose then
feeds the oil back into the filter housing where it passes into
the oil filter.
Oil filter
28 The oil filter is of the full flow type containing a
replaceable cartridge with paper element. Should the element
become obstructed, a bypass valve in the filter will still allow
oil to circulate around the engine.

Chap 1-2
Page 14 Oct 90 (Arndt 1)
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10

1 Oil pump body 6 Temperature sender

2 Relief valve 7 Adaptor
3 Spring 8 Joint washer
4 Joint washer 9 Strainer
5 Cap 10 Gasket
Fig 10 Oil pump

Chap 1-2
Oct 90(Arndt 1)
Page 15/16
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Chapter 1-3
2.5 LITRE DIESEL ENGINE BREATHER SYSTEM
TECHNICAL DESCRIPTION
CONTENTS

Frame Para
1 Introduction
2 Description
4 Cyclone unit
5 Depression regulator
6 Operation
Fig Page
1 2.5 Litre diesel engine breather system 2

INTRODUCTION
1 This chapter details the technical description for the 2.5
litre diesel engine breather system fitted to Land Rover 90 and
110 vehicles.
Description
• 2 Normal engine respiration takes place through the transfer of
air from the cylinder head to the induction manifold via a series
of braided hoses, an in-line cyclone unit and a depression
regulator.
3 A filler/breather cap (Fig 1 (1)) is fitted to the rocker
cover to which A hose (2) is connected leading to an inlet port
on the side of the cyclone unit (5). One of two outlet ports on
the cyclone unit is connected by hose (7) to an inlet located in
the engine sump. A hose (4) connected to the second outlet port
leads to the underside of the depression regulator (3). A final
hose (8) is connected between the outlet of the depression
regulator and the induction manifold (9).
Cyclone unit
4 The cyclone unit consists of a hollow cylindrical chamber. Oil
contaminated air vapour enters through the side inlet port of the
unit and swirls around the chamber ifside diameter causing a
central low pressure. The oil then separates from the vapour
allowing clean air to rise through the top outlet port.
Depression regulator
5 The depression regulator consists of housing fitted with an
internal diaphragm and spring. The component is designed to
regulate crankcase air pressure and to prevent oil contaminated
air vapour entering the inlet manifold through the effect of
excess depression.
Jan 91 (Amdt 2) Chap 1-3
Page 1
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Operation
6 Pressure decrement originated in the induction manifold and
governed by the depression regulator provides the specific
suction necessary for gas to be drawn from the cylinder head and
through the breather system.- Oil vapour contaminated air is drawn
through the rocker cover filler/breather cap to the cyclone unit
where a swirling action separates the engine oil from the air.
Extracted oil is allowed to gravity feed back to the engine sump.
Clean air then rises from the cyclone unit, through the
depression regulator and into the induction manifold.

1 Filler/breather cap 6 Support bracket

2 Cyclone unit inlet hose 7 Oil return to sump hose
3 Depression regulator 8 Induction inlet hose
4 Cyclone unit air oulet hose 9 Induction manifold
5 Cyclone unit

Fig 1 2.5 litre diesel engine breather system

Chap 1-3 Jan 91 (Amdt 2)

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Chapter 2
CLUTCHES
TECHNICAL DESCRIPTION

INTRODUCTION
1 This Chapter gives the technical description for clutches
fitted to Land Rover 2.5 litre diesel 90 and 110 vehicles, and
Land Rover 3.5 litre petrol 110 and 127 vehicles.
2 The Chapter has been Sub-chaptered as follows to accommodate
the clutch fitted to Land Rover 2.5 litre diesel 90 and 110
vehicles, and the clutch fitted to Land Rover 3.5 litre petrol
110 and 127 vehicles.
Chapter 2-1 CLUTCH 2.5 LITRE DIESEL 90 AND 110
Chapter 2-2 CLUTCH 3.5 LITRE PETROL 110 AND 127
General
3 The information given is applicable to both left and right
hand drive vehicles.

Oct 90 (Arndt 1) Chap 2

Page 1/2
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Chapter 2-1
CLUTCH 2.5 litre diesel 90 and 110

Frame Para
1 Introduction
2 Description
3 Operation
Fig Page

1 Clutch assembly 1
2 Clutch release mechanism 2

INTRODUCTION
1 This chapter gives the technical description of the clutch and its
operating mechanism as fitted to Land Rover 90 and 110 vehicles having 2.5
litre non-turbo diesel engines.

LR4449M

Fig 1 Clutch assembly

Chap 2-1
Oct 90 (Amdt 1) Page 1
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Description

2 The clutch is a single dry plate type with a diaphragm spring pressure plate
assembly. The release mechanism is hydraulically operated through a master
cylinder, mounted on the engine compartment bulkhead, and a slave cylinder
secured to the bell housing. The release bearing is carried on a support sleeve
on the gearbox front face and is actuated by a forked release lever which
pivots on a ball type pivot post attached to the bell housing. The bearing is a
pre-lubricated-sealed unit and therefore requires no maintenance.

Operation

3 When the clutch pedal is depressed, fluid is forced from the master cylinder
into the associated pipes and on to the slave cylinder. Fluid pressure actuates
the piston in the slave cylinder causing the forked release lever to disengage
the clutch.

1 Bearing carrier clip 6 Bell housing

2 Lever pivot 7 Release bearing and carrier
3 Spring washer 8 Slipper pad
4 Bolt 9 • Bolt
5 Clutch release lever 10 Spring washer
Fig 2 Clutch release mechanism

Chap 2-1
Page 2 Oct 90 (Amdt 1)
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Chapter 2-2
CLUTCH 3.5 LITRE PETROL 110 AND 127
TECHNICAL DESCRIPTION
CONTENTS

Para.
CLUTCH
1 General
2 Fluid reservoir
3 Master cylinder
4 Slave cylinder
5 Release assembly
6 Driven plate and cover assembly

CLUTCH
General
1 The clutch is a Borg and Beck type with a single dry plate and
diaphragm spring cover, hydraulically operated from a pedal
actuated master cylinder and a slave cylinder at the gearbox.
Fluid reservoir
2 The reserve clutch fluid is stored in the central compartment
of a dual reservoir, that is secured to the dash, adjacent to the
instrument panel. (The outer compartment of the reservoir
contains the reserve fluid for one section of the dual braking
system).
Master cylinder
3 The outlet pipe from the bottom of the fluid reservoir is
connected to a 15,87mm (0.625in) diameter bore, Girling 'CV' type
master cylinder that is secured to the clutch pedal box
immediately below the instrument panel.
Slave cylinder
4 The outlet pipe from the clutch master cylinder leads to the
clutch slave cylinder mounted on the flange of the gearbox bell
housing.
Release assembly
5 The slave cylinder push rod acts on one end of a pivoted
release lever inside the bell housing, the other end of the
release lever engages with a bearing and sleeve assembly that is
a slide fit on the primary shaft.

Chap 2-2
Oct 90 (Amdt 1) Page 1
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Driven plate and cover assembly
6 The clutch driven plate is a slide fit on the splined end of
the primary shaft, and is of the spring type pattern in which
the splined hub is indirectly attached to a disc that bears two
friction lining faces. Clutch engagement is maintained by a
diaphragm type spring that clamps the driven plate between the
clutch cover assembly and the engine flywheel. When the clutch
pedal is depressed, pressure is transmitted via the master
cylinder, slave cylinder and release assembly to the diaphragm
spring in the clutch cover. This causes the spring to deflect
and release the pressure on the driven plate, thereby
disengaging• the clutch.

Chap 2-2
Page 2 Oct 90 (Amdt 1)
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Chapter 3
GEARBOXES
TECHNICAL DESCRIPTION

INTRODUCTION
1 This Chapter gives the technical description for gearboxes
fitted to Land Rover 2.5 litre diesel 90 and 110 vehicles, and
Land Rover 3.5 litre petrol 110 and 127 vehicles.
2 The Chapter has been Sub-chaptered as follows to accommodate
the gearbox fitted to Land Rover 2.5 litre diesel 90 and 110
vehicles, and the gearboxes fitted to Land Rover 3.5 litre petrol
110 and 127 vehicles.
Chapter 3-1 LT77 FIVE SPEED MANUAL GEARBOX
Chapter 3-2 LT85 PUMPED FIVE SPEED MANUAL GEARBOX
Chapter 3-3 LT85 LIGHTWEIGHT DIVIDED-CASE MANUAL GEARBOX

Oct 90 (Arndt 1) Chap 3

Page 1/2
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Chapter 3-1
LT77 FIVE SPEED MANUAL GEARBOX

CONTENTS

Frame Para
1 Introduction
2 General
10 Gear change lever
12 Casings
13 Lubrication and ventilation
Fig Page

1 LT77 Five speed manual gearbox 2

INTRODUCTION
1 This chapter covers the Technical Description for the LT77 Five Speed
Gearbox as fitted to Land Rover 90 and 110 vehicles.
General
Note ...
Gearboxes fitted to MOD Land Rover 90 and 110 vehicles are fitted with
special low ratio first and second gears, under no circumstances should the
standard first and second gears or layshaft cluster be fitted at repair or
overhaul.
2 The gearbox has five forward speeds and one reverse with synchromesh
engagement provided on all forward speeds. All forward speed gears are of the
helical type and are in constant mesh.
3 Three synchronizer assemblies are installed, one between the mainshaft
first and second speed gears, one between the mainshaft third and fourth speed
gears and one at the rear of the mainshaft fifth speed gear.
4 The input shaft is supported by a taper roller bearing housed in the main
casing. The mainshaft is supported by two taper roller bearings one housed in
the rear of the input shaft and one housed in the centre plate.
5 The first, second, third and fifth mainshaft gears are supported on caged
needle roller bearings whilst the synchronizer assemblies are located on
splines. The main fourth speed gear is formed on the inner end of the input
shaft and the mainshaft reverse gear is integral with the first and second
speed synchronizer.
6 The layshaft is supported at the front end by a taper roller bearing housed
in the main casing and at the rear end by a taper roller bearing housed in th
centre plate. All gears are formed as an integral part of the layshaft except
the fifth gear which is a separate gear splined to the layshaft and secured by
a staked nut. A square drive peg fitted to the rear end of the layshaft
provides the drive for the gearbox oil pump.

Apr 89 Chap 3-1

Pag 1
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Fig 1 LT77 Five speed manual gearbox

Chap 3-1 Apr 89

Page 2
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Key to Fig 1
1 Remote gear change housing assembly 7 Primary pinion assembly
2 Extension case 8 Main gearcase
3 Oil pump assembly 9 Main shaft and gear assembly
4 Reverse idler assembly 10 Centre plate
5 Layshaft assembly 11 Gear selector assembly
6 Bell housing

7 The reverse idler gear, which is fitted with two caged needle roller
bearings retained by circlips, is mounted on a stationary shaft secur d
between the centre plate and the front of the main casing.
8 Engagement of the reverse idler gear with its associated gears on the main
and layshafts is controlled by a lever and pivot via the gear change mechanism
to the gear shift lever.
9 Forward speed gears are engaged by three shift forks attached to rods and
inter-connected with the gear shift lever.
Gear change lever
10 The gear change lever is connected to a lower lever assembly supported in
a housing attached to the top of the gearbox. The lower lever has a bulbous
shape formed in the centre, allowing it to pivot on its seat to obtain the
necessary movement required to achieve gear changing. A cross pin fitted
through the bulbous portion of the lever locates in slots in the lever housing
and prevents rotational movement.
11 At the bottom of the lever a smaller bulbous shape. seats in a yoke fitted
to the end of the selector shaft. A quadrant attached to the other end of the
shaft locates within a mating quadrant fitted to the end of the main s 1 ctor
shaft and fork assembly.
Casings
12 The gearbox casings consist of a main casing, a centre plate and an
extension casing. The casings house the gear train mechanisms and provide
housings for the bearings supporting the running shafts. The front end of the
main casing carries the clutch bell housing, whilst the extension casing
houses the oil circulation pump and forms the mounting for the transfer box.
Lubrication and ventilation
13 Gearbox lubrication is achieved by oil being pumped through internal
drillings in the extension casing and through an oil feed ring to a central
drilling in the main shaft, cross drillings in the shaft allow the oil to be
fed to the needle roller bearings and the shrouded spigot bearing, with excess
oil splash lubricating the gears. Ventilation is via a breather banjo situated
on the side of the extension casing.

Apr 89 Chap 3-1

Page 3
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Chapter 3-2
LT85 PUMPED FIVE SPEED MANUAL GEARBOX
TECHNICAL DESCRIPTION
CONTENTS
Frame Para
1 Introduction
2 General
10 Gear change lever
12 Castings
13 Lubrication and ventilation
Fig Page

1 Gear casings 3/4

2 Gear selectors 5
3 Gears and shafts 7/8

INTRODUCTION
1 This Chapter details the technical description for the LT85
Five speed manual gearbox fitted to Land Rover 3.5 litre petrol
127 vehicles.
GENERAL
Note ...
The gearboxes fitted to MOD Land Rover 127 vehicles are fitted
with special low ratio first and second gears. Under no
circumstances should standard first and second gears or lay
shaft clusters be fitted during repair or overhaul procedures.
2 The gearbox has five forward speeds and one reverse with
synchromesh engagement provided on all forward speeds. All
forward speed gears are of the helical type and are in constant
mesh.
3 Three synchronizer assemblies are installed, one between the
mainshaft first and second gears, one between the mainshaft third
and fourth speed gears and one at the rear of the mainshaft fifth
speed gear.
4 The input shaft is supported by a plain ball journal housed in
a front bearing plate. The mainshaft is supported by a plain ball
journal housed in the main casing at the output end, and by a
caged roller bearing fitted within the input gear on the input
shaft.
5 The first, second, third and fifth mainshaft gears (Fig 3) are
supported on caged needle roller bearings whilst the synchronizer
assemblies are located on splines. The main fourth speed gear is
formed on the inner end of the input shaft and the mainshaft
reverse gear is integragated with the first and second speed
synchronizer.
Oct 90(Arndt 1) Chap 3-2
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6 The layshaft is supported at the front end by a roller
bearing in the front bearing plate. The rear end is supported by
a double raw of ball bearings housed in the main casing. All
gears are formed as an integral part of the layshaft except the
fifth gear which is a separate gear splined to the layshaft and
secured by a staked nut. The layshaft rear end'also has a square
socket which provides a drive for the gearbox oil pump.
7 The reverse idler gear which is fitted with two caged needle
roller bearings retained by circlips is mounted on a stationery
shaft secured between the rear end of the main casing and a lug
within the main casting.
8 Engagement of the reverse idler gear with its associated
gears on the main and layshafts is controlled by a lever and
pivot via the gear change mechanism to the gearshift lever.
9 Forward speed gears are engaged by three shift forks attached
to rods and inter-connected with the gear shift lever (Fig 2).
Gear change lever
10 The gear change lever is connected to a lower leaver assembly
supported in a housing attached to the top of the gearbox (Fig
5). The lower lever has a bulbous shape formed in the centre,
allowing it to pivot on its seat to obtain the necessary
movement required to achieve gear changing. A cross pin fitted
through the bulbous portion of the lever locates in slots in the
lever housing and prevents rotational movement.
11 The bottom of the lever is a flattened ball shape which
engages with one of four sets of selector jaws according to the
position of the gear lever.
Casings
12 The gearbox casings (Fig 1) consist of a front bearing plate
(3), a main casing (4) and an extension housing (6). The casings
house the geartrain mechanisms and provide housings for the
bearings supporting the running shafts. The front end of the
main casing carries the front bearing plate and clutch bell
housing whilst the extension housing at the rear forms the
mounting for the transfer gearbox. The oil circulation pump (2)
is mounted between the front bearing plate and the bell housing.
Lubrication and ventilation
13 Lubrication is achieved by oil being pumped through internal
drillings in a cover mounted on the bearing plate which feeds
oil to the centre of the input shaft via an oil feed ring and
annular drillings in the input shaft. More cross drillings along
the shaft feed oil to the needle roller bearings with excess oil
splash lubricating the gears. Ventilation via a banjo
situated on the gear change lever housing.

Chap 3-2
Page 2 Oct 90 (Amdt 1)
ARMY EQUIPMENT 2320-D-122-302
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1 Bell housing assembly 6 Top cover

2 Oil pump assembly 7 Extension housing
3 Front bearing plate 8 Oil filter assembly
4 Main gear case 9 Clutch release mechanism
5 Gear change assembly
LR8012L

Fig 1 Gear casings Fig 1

Chap 3-2
Oct 90(Arndt 1) Page 3/4
ARMY EQUIPMENT 2320-D-122-302
SUPPORT PUBLICATION

—4

LR3013L

1 Selector rails 5 Selector arm reverse

2 Fork 5th gear 6 Fork 3rd and 4th gear
3 Reverse cross-over lever 7 Selector jaws
4 Fork 1st and 2nd gear

Fig 2 Gear seltctors Fig 2

Chap 3-2
Page 5
Oct 90(Arndt 1)
2320-D-122-302 ARMY EQUIPMENT
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Key to fig 3
Mainshaft assembly 'A'
1 Mainshaft 20 Needle roller bearing
2 Circlip 21 1st gear bush
3 Selective washer 22 Selective washer
4 4th gear baulk ring 23 Ball bearing
5 3rd/4th gear synchro sleeve 24 Snap ring
6 3rd/4th gear synchro hub 25 Circlip
7 3rd gear baulk ring 26 Washer
8 Spacer 27 Needle roller bearing
9 3rd gear 28 Spacer
10 Needle roller bearing 29 5th gear
11 2nd gear 30 5th gear baulk ring
12 2nd gear baulk ring 31 5th gear synchromesh
13 Needle roller bearing 32 5th gear synchro sleeve
14 Spacer 33 5th gear synchro plate
15 lst/2nd gear synchro sleeve 34 Dowel retaining plate
and reverse gear 35 '0' ring seal
16 lst/2nd gear synchro hub 36 Sleeve
17 1st gear baulk ring 37 Selective washer
18 1st gear 38 Circlip
19 Spacer
Input shaft assembly 'B'
1 Input shaft and 4th gear 4 Snap ring
2 Circlip 5 Ball bearing
3 Selective washer 6 Needle roller bearing
Layshaft assembly 'C'
1 Layshaft 8 Reverse gear
2 Spacer 9 1st gear
3 Roller bearing 10 Inner ball bearing race
4 Roller bearing track 11 Bearing track
5 4th gear 12 Outer ball bearing race
6 3rd gear 13 5th gear
7 2nd gear 14 5th gear retaining nut
Reverse shaft assembly 'D'
1 Reverse idler gear shaft 5 Needle roller bearing
2 Wire circlip 6 Washer
3 Reverse idler gear 7 Wire circlip
4 Washer 8 Thrust washer
Chap 3-2 Oct 90 (Amdt 1)
Page 6
 1

2320-D-122 -3 02
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17
16 I
15
14
13
A 12

---A
25
- --------

21- 22 23
20
1
38
37
4 5

\ . 6 j' 32
31
30
29
28
0 , 27
26
leY; 14
1 35

13

-;.%A lk
4. LRO014L

Fig 3
Gears and shafts Chap 3-2
Fig 3 Page 7/8

Oct 90 (Amdt 1)
 ^
r
ARMY EQUIPMENT 2320-D-122-302
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Charter 3-3
LT85 LIGHTWEIGHT DIVIDED-CASE GEARBOX
TECHNICAL DESCRIPTION
CONTENTS

Frame Para
1 Introduction
2 General
10 Gear change lever
12 Castings
13 Lubrication and ventilation
Fig Page

1 Geaz casings 3/4

2 Gear selectors 5
3 Gears and shafts 7/8

INTRODUCTION
1 This Chapter details the technical description for the LT85
Lightweight divided-case gearbox fitted to Land Rover 3.5 litre
petrol 110 vehicles.
GENERAL
Note ...
The gearboxes fitted to MOD Land Rover 110 vehicles are fitted
with special low ratio first and second gears. Under no
circumstances should standard first and second gears or lay
shaft clusters be fitted during repair or overhaul procedures.
2 The gearbox has five forward speeds and one reverse with
synchromesh engagement provided on all forward speeds. All
forward speed gears are of the helical type and are in constant
mesh.

3 Three synchronizer assemblies are installed, one between the

mainshaft first and second gears, one between the mainshaft third
and fourth speed gears and one at the rear of the mainshaft fifth
speed gear.

4 The input shaft is supported by a plain ball journal housed in

the main casing. The mainshaft is supported by a plain ball
journal housed in the main casing at the output end, and by a
caged roller bearing fitted within the input gear on the input
shaft.
5 The first, second, third and fifth mainshaft gears (Fig 3) are
supported on caged needle roller bearings whilst the synchronizer
assemblies are located on splines. The main fourth speed gear is
formed on the inner end of the input shaft and the mainshaft
reverse gear is integragated with the first and second speed
synchronizer.
Chap 3-3
Oct 90 (Amdt 1) Page 1
i
2320-D-122-302 ARMY EQUIPMENT
1
I SUPPORT PUBLICATION
6 The layshaft is supported at the front end by a roller
bearing housed in the main casing. The rear end is supported by
a double taper, double row ball bearing housed in the main
casing. All gears are formed as an integral part of the layshaft
except the fifth gear which is a separate gear splined to the
layshaft and secured by a staked nut.
7 The reverse idler gear which is fitted with two caged needle
roller bearings retained by circlips is mounted on a stationery
shaft secured between the rear end of the main casing and a lug
within the main casting.
8 Engagement of the reverse idler gear with its associated
gears on the main and layshafts is controlled by a lever and
pivot via the gear change mechanism to the gearshift lever.
9 Forward speed gears are engaged by three shift forks attached
to rods and inter-connected with the gear shift lever (Fig 2).
Gear change lever
10 The gear change lever is connected to a lower lever assembly
supported in a housing attached to the top of the gearbox. The
lower lever has a bulbous shape formed in the centre, allowing
it to pivot on its seat to obtain the necessary movement
required to achieve gear changing. A cross pin fitted through
the bulbous portion of the lever locates in slots in the lever
housing and prevents rotational movement.
11 The bottom of the lever is a flattened ball shape which
engages with one of four sets of selector jaws according to the
position of the gear lever.
Casings
12 The gearbox casings (Fig 1) consist of a main casing split
in two halves down the central axis and an extension housing.
The casings house the geartrain mechanisms and provide housings
for the bearings supporting the running shafts. The front end of
the main casing carries a front cover (2) and the clutch bell
housing (1), whilst the extension housing (6) at the rear forms
the mounting for the transfer gearbox.
Lubrication and ventilation
13 Lubrication is achieved by splash from oil contained within
the gearbox. Ventilation is via a banjo situated on the gear
change lever housing.

Chap 3-3 Oct 90 (Amdt 1)

Page 2
 ARMY EQUIPMENT 2320-D-122-302
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1 Bell housing assembly 5 Top cover

2 Front cover 6 Extension housing
3 Divided main casing 7 Clutch release mechanism
4 Gear change assembly
LR8017L

Fig 1 Gear casings Fig 1

Chap 3-3
Page 3/4
Oct 90(Amdt 1)

1.
II
ARMY EQUIPMENT 2320-D-122-302
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—4

LR8018L

1 Selector rails 5 Selector arm reverse

2 Fork 5th gear 6 Fork 3rd and 4th gear
3 Reverse cross-over lever 7 Selector jaws
4 Fork 1st and 2nd gear

Gear selectors Fig 2

Fig 2
Chap 3-3
Oct 90(Arndt 1) Page 5
2320-D-122-302 ARMY EQUIPMENT
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Key to fig 3
Mainshaft assembly 'A'
1 Mainshaft 20 Needle roller bearing
2 Circlip 21 1st gear bush
3 Selective washer 22 Selective washer
4 4th gear baulk ring 23 Ball bearing
5 3rd/4th gear synchro sleeve 24 Snap ring
6 3rd/4th gear synchro hub 25 Circlip
7 3rd gear baulk ring 26 Washer
8 Spacer 27 Needle roller bearing
9 3rd gear 28 Spacer
10 Needle roller bearing 29 5th gear
11 2nd gear 30 5th gear baulk ring
12 2nd gear baulk ring 31 5th gear synchromesh
13 Needle roller bearing 32 5th gear synchro sleeve
14 Spacer 33 5th gear synchro plate
15 lst/2nd gear synchro sleeve 34 Dowel retaining plate
and reverse gear 35 '0' ring seal
16 lst/2nd gear synchro hub 36 Sleeve
17 1st gear baulk ring 37 Selective washer
18 1st gear 38 Circlip
19 Spacer
Input shaft assembly 'B'
1 Input shaft and 4th gear 4 Snap ring
2 Circlip 5 Ball bearing
3 Selective washer 6 Needle roller bearing
Layshaft assembly 'C'
1 Layshaft 8 Reverse gear
2 Spacer 9 1st gear
3 Roller bearing 10 Inner ball bearing race
4 Roller bearing track 11 Bearing track
5 4th gear 12 Outer ball bearing race
6 3rd gear 13 5th gear
7 2nd gear 14 5th gear retaining nut
Reverse shaft assembly 'D'
1 Reverse idler gear shaft 5 Needle roller bearing
2 Wire circlip 6 Washer
3 Reverse idler gear 7 Wire circlip
4 Washer 8 Thrust washer
Chap 3-3
Page 6 Oct 90 (Arndt 1)
 2320-D-122 -302

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17

15
14
13

.011

--A
- 25

22 23
21

38
37
36

35
14
13

LR90191.
Fig 3
Gears and shafts Chap 3-3
Fig 3 Page 7/8
May 91 (Amdt 3)
3
ARMY EQUIPMENT 2320-D-122-302
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Chapter 4

TRANSMISSION

TRANSFER GEARBOX AND PROPELLER SHAFTS

CONTENTS

Frame Para
1 Introduction
Transfer gearbox
2 General
3 Differential
5 Transfer gear change
6 Lubrication
7 Propeller shafts
Fig Page

1 Transfer gearbox case and gears 2

2 Front output housing and selector assembly 3
3 Centre differential assembly 4
4 Rear output drive and transmission 5
5 Propeller shaft 6

INTRODUCTION
1 This chapter covers the technical description for the LT 230T Transfer
gearbox and propeller shafts as fitted to Land Rover 90 and 110 vehicles.
TRANSFER GEARBOX
General
2 The transfer gearbox is mounted at the rear"of the main gearbox, the
mainshaft of the gearbox extends into the transfer casing. A transfer gear
supported in taper roller bearings and splined to the gearbox main shaft
passes the drive to an intermediate gear cluster supported on a single shaft
and rotating on taper roller bearings (Fig 1). The intermediate gears pass the
drive to high and low speed gears on the rear output shaft. The rear output
shaft passes through the speedometer drive housing, this housing also forms
the mounting for the transmission brake (Fig 2). A worm gear fitted to the
rear output shaft drives a pinion fitted in the speedometer housing.

Differential

3 Integral with the output shafts is a differential assembly (Fig 3) which is

provided to compensate for speed difference between front and rear propeller
shafts. To prevent all power being transmitted to the wheel offering the least
resistance, during off road conditions, a differential lock is provided. When
applied the lock ensures that 50% of the available power is directed to each
axle through the propeller shafts.

Apr 89 Chap 4
Page 1
2320-D1-122-302 ARMY EQUIPMENT
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1 Transfer gear and power

take-off
2 Intermediate gear assembly
and bottom cover
3 Transfer gearbox case
assembly

LA442211

Fig 1 Transfer gearbox case and gears

Chap 4 Apr 89
Page 2
ARMY EQUIPMENT 2320-D-122-302
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LR4425M

1 Transmission brake
2 Rear output drive
3 Speedometer gear and housing
Fig 2 Rear output drive and transmission brake

Apr 89 Chap 4
Pag 3
2320-D-122-302 ARMY,EQUIPMENT
SUPPORT PUBLICATICV

10
11

12

13

14

LR4424M
15
1 Front output shaft 6 Differential gears 11 High output gear
2 Dog clutch and cross shafts 12 Hub and sleeve assembly
3 Shim 7 Rear output shaft 13 Low output gear
4 Bearing 8 Nut bearin retainer 14 Rear differential 5
Front differential 9 Bearing housing
housing 10 Bush 15 Locking ring
Fig 3 Centre differential assembly
4 Selection of differential lock engages, through mechanical linkage, a dog
clutch with the front output shaft, this action locks the centre differential
and provides a fixed drive, giving equal power to the front and r ar output
shafts. When the differential lock is engaged a lamp is illuminated on th
drivers warning lamp panel.
Chap 4 Apr 89
Page 4
ARMY EQUIPMENT 2320-D-122-302
SUPPORT PUBLICATICV

LR4142:; I

1 Differential lock selector 12 Differential lock spring

finger housing 13 Front cover output housing
2 High/1ow operating arm 14 Differential lock selector fork
3 Gasket 15 Differential lock selector shaft
4 High/low cross shaft housing 16 Plug
5 High/low operating arm 17 Front output flange
6 High/low selector shaft 18 Mud shield
7 High/low selector fork 19 Oil seal
8 Front output shaft 20 Circlip
9 Detent plug spring and ball 21 Bearing
10 Differential lock switch 22 Spacer
11 Spring clip

Fig 4 Front output housing and selector assembly

Apr 89 Chap 4
Pag 5
2320-D-122-302 ARMY EQUIPMENT
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Transfer gear change

5 Transfer gear changing is obtained via a selector shaft passing forward

through the front output housing to the transfer gear change level at the
rear of the main gear change lever (Fig 4).

Lubrication

6 The lubrication system is self contained within the casings, oil circulation
is achieved by the rotation of the gears, thereby splash feeding lubricant
throughout the transfer gearbox.

PROPELLER SHAFTS

7 The front and rear propeller shafts, although not interchangeable, are
identical from a design aspect. To accommodate fore and aft movement of the
axles and the float of the engine and gearbox unit, one end of each shaft is
provided with a splined sliding joint. Each universal joint consists of a
centre spider, four needle roller bearing assemblies and two yokes.
Lubrication nipples are provided for the. needle roller bearing and for the
splined sliding joint. The propeller shafts (front and rear) should be fitted
with the sliding (splined) joint adjacent to the transfer box.

LR4432M

1 Flange yoke 6 Splined sleeve

2 Lubrication nipple 7 Lubrication nipple
3 Journal spider 8 Circlip securing bearing
4 Dust cap 9 Needle roller bearing
5 Splined shaft

Fig 5 Propeller shaft

Chap 4
Page 6 Aug 06 (Amdt 7 )
ARMY EQUIPMENT 2320-D-122-302
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Chapter 5
REAR AXLES

INTRODUCTION
1 This Chapter gives the technical descriptions for the rear axles fitt d to
Land Rover 90 and 110 vehicles.
2 The chapter has been Sub-chaptered as follows to accomodate the Salisbury
type axle, fitted to Land Rover 110 vehicles and the heavy duty axle, fitted
to Land Rover 90 vehicles:
General
3 The information given is applicable to both left and right hand drive
vehicles.
List of Sub-chapters
5-1 Rear axle Salisbury Type - 8HA
5-2 Land Rover heavy duty rear axle

Apr 89 Chap 5
Pag 1/2
L i
ARMY EQUIPMENT 2320-D-122-302
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Chapter 5-1
REAR AXLE SALISBURY TYPE - 8HA
CONTENTS
Frame Para
1 Introduction
2 Description
4 Operation
5 Lubrication
Fig Page
1 Rear axle Salisbury type 1
2 Rear hub assembly 2
3 Differential assembly in axle casing 3

INTRODUCTION
1 This chapter covers the technical description for the Salisbury type rear
axle as fitted to Land Rover 110 vehicles.

LR4435M

Fig 1 Rear axle Salisbury Type - 8HA

Apr 89 Chap 5-1

Page 1
2320-D-122-302 ARMY EQUIPMENT
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Description
2 The rear axle (Fig 1) incorporates the Salisbury heavy duty differential and
axle casing, the differential is off-set to the right hand sid . The hubs being
carried through taper roller bearings on a stub axle which is attached to the
axle casing. The hubs are grease packed and do not require further lubrication
unless they are dismantled, a dual lipped seal is fitted to the front and rear
of the hub and prevents seepage of grease. A drive member having an intqrnal
splined fit to the axle shaft is secured to the hub by bolts (Fig 2).

10

11
12
17 16 15 14 13

19 1A4296M

1 Axle half shaft 13 Seal track spacer

2 Stub axle 14 Adjusting nut
3 Gasket 15 Lock washer
4 Lcoknut 16 Locknut
5 Brake drum 17 Screw
6 Hub 18 Circlip
7 Inner bearing 19 Hub cap
8 Inner oil seal 20 Bolt ) Hub driving
9 Brake backplate 21 Spring washer ) member
10 Bolt 22 Hub driving member
11 Outer bearing 23 Gasket
12 Outer oil seal

Fig 2 Rear hub assembly

Chap 5-1 Apr 89

Page 2
ARMY EQUIPMENT 2320-D-122-302
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3 The differential case comprises two halves which form the housing for the
differential pinions and wheels, when assembled, the crown wheel is mounted on
taper roller bearing and supported by the bevel pinion housing. The
differential' wheels have internal splines which carry the fully floating axle
shafts. Housed within the integral differential/axle casing the bevel pinion
is mounted on taper roller bearings, and is adjusted for pre-load and correct
positioning by shims fitted under the inner bearing cup and a ,collapsible
spacer, fitted between the bearings. Backlash setting of the crown wheel is
effected by fitting shims between the differential case and the bearing cone
at the crown wheel side of the differential.

Operation

4 Drive is transmitted from the propellor shaft to the bevel pinion, then to
the crown wheel, from the crown wheel to the differential casing and pinions
through the differential wheels and on to the axle shafts.

Lubrication

5 The differential is oil lubricated, having a filler/level plug fitted at

the rear of the axle casing and an oil drain plug fitted to the underside of
the casing. Breathing is achieved through a banjo connection in the top of the
casing and is passed to the engine compartment via plastic tubing.

Fig 3 Differential assembly in axle casing

Apr 89 Chap 5-1

Page 3
ARMY EQUIPMENT 2320-D-1227302
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Chapter 5-2
LAND ROVER HEAVY DUTY REAR AXLE
CONTENTS

Frame Para
1 Introduction
2 Description
3 Operation
4 Lubrication
Fig Page

1 Land Rover heavy duty rear axle 1

2 Rear hub assembly 2
3 Differential assembly 3

INTRODUCTION
1 This chapter covers the technical description for the heavy duty type rear
axle as fitted to Land Rover 90 vehicles.

LA4434141

Fig 1 Land Rover heavy duty rear axle

Apr 89 Chap 5-2

Page 1
2320-D-122-302 ARMY EQUIPMENT
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Description
2 The Land Rover heavy duty rear axle (Fig 1) is of the fully floating type,
with the differential off-set to the right hand side. The hubs being carried
through taper roller bearings on stub axles which are attached to the axle
casing. The hubs are grease packed and do not require further lubrication,
unless they are dismantled, a dual lipped seal is fitted to the front and rear
of the hub and prevents seepage of grease. A drive member having an internal
splined fit to the axle shaft is secured to the hub by bolts (Fig 2).

10

11
12
17 16 15 14 13

19 LR4296M

1 Axle half shaft 13 Seal track spacer

2 Stub axle 14 Adjusting nut
3 Gasket 15 Lock washer
4 Lcoknut 16 Locknut
5 Brake drum 17 Screw
6 Hub 18 Circlip
7 Inner beating 19 Hub cap
8 Inner oil seal 20 Bolt ) Hub driving
9 Brake backplate 21 Spring washer ) member
10 Bolt 22 Hub driving member
11 Outer bearing 23 Gasket
12 Outer oil seal

Fig 2 Rear hub assembly

Chap 5-2 Apr 89

Page 2
ARMY EQUIPMENT 2320-D-122-302
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3 The differential case assembly complete with crown wheel,, diff r ntial
pinions and wheels, mounted on taper roller bearings and supported by th
bevel pinion housing, carries the inner end of the axle shafts in the
internally splined differential wheels which are mounted on taper roll r
bearings in the bevel pinion housing. The bevel pinion is adjusted for bearing
pre-load and correct positioning by shims. When the bevel pinion is adjusted
correctly the only other adjustment required is the backlash setting of the
crown wheel, this is effected by rotating the serrated nuts at each side of
the differential bearings (Fig 3).
Operation
4 Drive is transmitted from the propeller shaft to the bevel pinion, th n to
the crown wheel, from the crown wheel to the differential casing and pinions,
then to the differential wheels and the axle shafts.
Lubrication

5 The differential is oil lubricated, having a filler/level plug fitted at

the rear of the axle casing and an oil drain plug fitted to the underside of
the casing. Breathing is achieved through a banjo connection in the top of th
casing and is passed to the engine compartment via plastic tubing.

Fig 3 Differential assembly

Apr 89 Chap 5-2

Page 3
ARMY EQUIPMENT 2320-D-122-302
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Chapter 6
FRONT AXLES
TECHNICAL DESCRIPTION

INTRODUCTION
1 This Chapter gives the technical descriptions for front axles
fitted to Land Rover 2.5 litre diesel 90 and 110 vehicles, and
Land Rover 3.5 litre petrol 110 and 127 vehicles.
2 The Chapter has been Sub-chaptered as follows to accomodate
the front axle fitted to Land Rover 2.5 litre diesel 90 and 110
vehicles, and the front axle fitted to Land Rover 3.5 litre
petrol 110 and 127 vehicles.
Chapter 6-1 FRONT AXLE 2.5 LITRE DIESEL 90 AND 110
Chapter 6-2 FRONT AXLE 3.5 LITRE PETROL 110 AND 127
General
3 The information given is applicable to both left and right
hand drive vehicles.

Oct 90 (Amdt 1) Chap 6

Page 1/2
..
ARMY EQUIPMENT 2320-D-122-302
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Chapter 6-1
FRONT AXLE 2.5 litre diesel 90 and 110

CONTENTS

Frame Para
1 Introduction
2 Description
5 Operation
6 Lubrication
Fig Page
1 Front axle assembly 1
2 Differential assembly 2
3 Stub axle and swivel assembly 3
4 Front hub assembly 4

INTRODUCTION
1 This chapter covers the technical description for front axles as fitted to
Land Rover 90 and 110 vehicles.
Description
2 The front axle (Fig 1) is of the fully floating type with the differential
off-set to the right hand side.

LR4433M

Fig 1 Front axle assembly

Chap 6-1
Oct 90 (Amdt 1)
Page 1
 2320-D-122-302 ARMY EQUIPMENT
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3 A standard Land Rover differential is fitted to the front axle, having a one
piece differential case with an integral crown wheel, two pinions rotating on a
single shaft transfer the drive from the crown wheel to the differential
wheels. The differential wheels have internal splines which carry the inner
ends of the axle shafts (Fig 2). The bevel pinion and its housing are identical
to the heavy duty differential fitted to the rear axle.

1 Bolt 6 Carrier bearing

2 Washer 7 Crowm wheel
3 ,Circlip 8 Differential gear
4 Cross shaft 9 Pinion gears
5 Differential housing

Fig 2 Differential assembly

4 The outer ends of the axle shafts are splined to constant velocity joints
housed within swivel pin assemblies (Fig 3). Bolted to the outer housing of the
swivel assemblies are stub axles, in which are located the stub axle shafts,
the latter being coupled to the main axle shafts by the constant velocity
joints. The wheel hubs are carried on taper roller bearings mounted on the stub
axles, drive members having a splined fit to the stub axle shafts are secured
to the hub by bolts. Gaiters are fitted to the rear of the swivels to give
,added protection during off-road working.

Chap 6-1
Page 2 Oct 90 (Amdt 1)
ARMY EQUIPMENT 2320-D-122-302
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30

LR4349M

1 Bracket brake hose 20 Gasket

2 Bolt 21 Lower swivel pin
3 Spring washer 22 Bracket brake disc shield
4 Upper swivel pin 23 Bolt
5 Shim 24 Spring washer
6 Thrust disc 25 Steering lock stop nut
7 Railko bush 26 Collar
8 Railko bush housing 27 Constant velocity joint
9 Bolt 28 Brake disc shield
10 Spring washer 29 Stub axle
11 Plain washer 30 Bolt
12 Oil seal retainiong plate 31 Mud shield
13 Gasket 32 Gasket
14 Oil seal 33 Oil seal
15 Gasket 34 Bush
16 Bolt 35 Circlip
17 Swivel pin bearing housing 36 Axle shaft
18 Lower swivel pin bearing 37 Swivel pin housing
19 Steering lock stop bolt

Fig 3 Stub axle and swivel assembly

Chap 6-1
Oct 90 (Amdt 1) Page 3
 2320-D-122-302 ARMY EQUIPMENT
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10

14
15
16

17
18 LR4348M

1 Dust cap 10 Brake disc

2 Circlip 11 Bolt
3 Shim 12 Spring washer
4 Driving member 13 Oil seal
5 Gasket 14 Key washer
6 Adjusting nut 15 Lock washer
7 Outer bearing 16 Lock nut
8 Hub 17 Spring washer
9 Inner bearing 18 Bolt

Fig 4 Front hub assembly

Operation
5 Drive to the front axle shafts is transmitted in the same manner as to the
rear axle shafts, then by means of the constant velocity joints to the stub
axle shafts, driving members and wheel hubs.

Lubrication

6 The swivel pin assemblies are oil lubricated and fitted with filler/l
evel
and drain plugs. Lubrication of the differential assembly is the same
as for
the rear axle.

Chap 6-1
Page 4
Oct 90 (Amdt 1)
ARMY EQUIPMENT 2320-D-122-302
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Chapter 6-2
FRONT AXLE 3.5 LITRE PETROL 110 AND 127
TECHNICAL DESCRIPTION
CONTENTS
Para.
FRONT AXLE
1 Introduction
2 Description
5 Operation
6 Lubrication
Fig. Page
1 Front axle assembly 1
2 Differential assembly 2
3 Stub axle and swivel assembly 3
4 Front hub assembly . 5

FRONT AXLE
INTRODUCTION
1 This chapter covers the technical description for front axles
fitted to Land Rover 3.5 litre petrol 127 vehicles, and for V8
110 vehicles see Chapter 6-1.
DESCRIPTION
2 The front axle (Fig 1) is of the fully floating type with the
differential off-set to the right hand side.

Fig 1 Front axle assembly

Chap. 6-2
Oct 90 (Amdt 1) Page 1
2320-D-122-302 ARMY EQUIPMENT
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3 The differential case assembly complete with crown wheel,
differential pinions and wheels, mounted on taper roller
bearings and supported by the bevel pinion housing, carries the
inner end of the axle shafts in the internally splined
differential wheels which are mounted on taper roller bearings
in the bevel pinion housing. The bevel pinion is adjusted for
bearing pre-load and correct positioning by shims. When the
bevel pinion is adjusted correctly the only other adjustment
required is the backlash setting of the crown wheel, this is
effected by rotating the serrated nuts at each side of the
differential bearings (Fig 2).

Fig 2 Differential assembly (127 Vehicles Only)

4 The outer ends of the axle shafts are splined to constant
velocity joints housed within swivel pin assemblies (Fig 3).
Bolted to the outer housing of the assemblies are stub axles, in
which are located the stub axle shafts, the latter being coupled
to the main axle shafts by the constant velocity joints. The
wheel hubs are carried on taper roller bearings mounted on the
stub axles, drive members having a splined fit to the stub axle
shafts are secured to the hub by bolts. Gaiters are fitted to
the rear of the swivels to give added protection during off-road
working.
Chap 6-2
Page 2 Oct 90 (Arndt 1)
 2320-D-122-302
ARMY EQUIPMENT
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17 Swivel pin bearing housing

18 Lower swivel pin bearing
19 Steering lock stop bolt
29 20 Gasket
21 Lower swivel pin
1 Bracket brake hose 22 Bracket brake disc shield
2 Bolt 23 Bolt
3 Spring washer 24 Spring washer
4 Upper swivel pin 25 Steering lock stop nut
5 Shim 26 Collar
6 Thrust disc 27 Constant velocity joint
7 Railko bush 28 Brake disc shield
8 Railko bush housing 29 Stub axle
9 Bolt 30 Bolt
10 Spring washer 31 Mud shield
11 Plain washer 32 Gasket
12 Oil seal retaining plate 33 Oil seal
13 Gasket 34 Bush
14 Oil seal 35 Circlip
15 Gasket 36 Axle shaft
16 Bolt 37 Swivel pin housing

Fig 3 Stub axle and swivel assembly

Chap 6-2
Page 3
Oct 90 (Amdt 1)
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OPERATION
5 Drive to the front axle shafts is transmitted from the
transfer box to the differential via a prop shaft. The drive is
then transmitted from the differential via drive shafts,
constant velocity joints, stub axle shafts, driving members to
wheel hubs.
LUBRICATION
6 The swivel pin assemblies are oil lubricated and fitted with
filler/level and drain plugs. Lubrication of the differential
assembly is the same as for the rear axle.

18

1 Dust cap 10 Brake disc

2 Circlip 11 Bolt
3 Shim 12 spring washer
4 Driving member 13 Oil seal
5 Gasket 14 Key washer
6 Adjusting nut 15 Lock washer
7 Outer bearing 16 Lock nut
8 Hub 17 Spring washer
9 Inner hub 18 Bolt
Fig 4 Front hub assembly
Chap 6-2
Page 4 Oct 90 (Amdt 1)

L
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Chapter 7
STEERING SYSTEMS
TECHNICAL DESCRIPTION

INTRODUCTION
1 This Chapter gives the technical description for steering
systems fitted to Land Rover 90 and 110 vehicles, and the power
steering system fitted to Land Rover 3.5 litre petrol 127
vehicles.
2 The Chapter has been Sub-chaptered as follows to accommodate
the various systems fitted.
Chapter 7-1 STEERING SYSTEM 90 AND 110 VEHICLES
Chapter 7-2 POWER STEERING SYSTEM 127 VEHICLES
General
3 The information given is applicable to both left and right
hand drive vehicles.

Jan 91 (Amdt 2) Chap 7

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Chapter 7-1

STEERING SYSTEM 90 AND 110 VEHICLES

CONTENTS

Frame Para
1 Introduction
2 Description
5 Operation
Fig Page

1 Steering system 2

INTRODUCTION

1 This chapter covers the manual steering system as fitted to Land Rover 90
and 110 vehicles.
Description
2 The manual steering system (Fig 1) incorporates a non-adjustable st ering
column conforming to the latest safety standards.
3 The linkage from the steering column to the steering box is by an angled
rod with universal joints at each end. The linkage is fitted with a
metallastic safety coupling which, in the event of the vehicle receiving a
severe frontal impact, prevents the steering column from being forced back
towards the driver. The metallastic rubber also absorbs a certain amount of
the everyday road shocks transmitted through the system.
4 The steering box is mounted on the inner face of the chassis side member to
the rear of the second cross member so that its position protects it from any
possible damage when the vehicle is operating off road. The steering box is
stabilised by a strut from the base of the box to the panhard rod mounting
bracket.
Operation
5 The steering box converts the rotary motion of the steering wheel to a
reciprocating (side to side) motion of the steering linkage and provides the
driver with the extra leverage he needs to steer the road wheels. The positive
steering 'feel' and reduced 'kick back' are achieved by using a hour glass
worm and roller design in the steering box
6 At the bottom end of the steering wheel shaft a coarse screw thread is
formed. The 'Hour-glass' shape of this threaded section is engaged with a
Vee-shaped roller, attached to the drop arm/steering linkage. When the
steering wheel is turned the threaded section moves the roller up or down the
thread, turning the drop arm right or left.

Jan 91 (Amdt 2) Chap 7-1

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7 A steering damper, operating in a similar manner to a shock absorber, is

mounted horizontally between the chassis and the steering drag link. This is a
double acting damper, retaining 'feel' by giving little resistance to light
shocks and steering movement, but absorbing violent road shocks.

UNIVERSAL JOINT

METALLASTIC
COUPLING

STEERING BOX

STEERING DAMPER
LR4437M

Fig 1 Steering system

Chap 7-1 Apr 89

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Chapter 7-2
POWER STEERING SYSTEM 127 VEHICLES
CONTENTS

Frame Para
1 Introduction
Steering system
2 General
3 Steering box
4 Pump
6 Operation
Fig Page
1 Power steering arrangement 2
2 Steering box 3/4

INTRODUCTION
1 This chapter details the technical description for the power
steering system fitted to Land Rover 3.5 litre V8 petrol 127
vehicles.
STEERING SYSTEM
General
2 The power steering system consists of three major components.
A belt driven pump (Fig 1 (2)) is mounted to the engine front
face and supplies hydraulic power to the chassis mounted power
steering box (4). A top-up reservoir (1) mounted to the inner
seam of the r.h. outer wing enables maintainance of the system
fluid level. Both the steering pump and box are serviceable
items.
Steering Box
3 The power assisted steering box consists of three main sub-
assemblies. A valve and worm assembly (Fig 2 (22 -35)), sector
shaft and follower assembly (1-21) and rack and piston assembly
(40-45).
Pump
4 The power steering hydraulic pump is a conventional rotary
type secured to the engine front face via an adjustable bracket.
A belt, driven direct from the crankshaft pulley provides the
pumps rotary motion.

Jan 91 (Amdt 2) Chap 7-2

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28 27
29 -re 20

21

LhaaraL

Fig 2 Steering box Fig 2

Chap 7-2
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Operation
5 Steering action is transferred to the steering box from the
steering column via a universal joint and worm assembly. Rotary
motion of the worm (Fig 2 (30)) acts directly on the sector shaft
follower (15), transmitting the steering action to the drop arm
(3). Steer assistance is provided by a hydraulically loaded
piston and rack (40), acting directly on the shaft quadrant.
6 High pressure steering fluid is delivered from the pump (Fig 1
(2)) to the steering box (4) via a feed line (3). The fluid is
then circulated via a line (6) to the fluid reservoir (1) and
back through a return line (5) to the pump.
Note ...
The fluid reservoir contains an integral filter which is not
serviceable, however in normal use the reservoir should last
the life of the vehicle. Should the power steering system
malfunction, and under inspection it is found that the
steering fluid has been contaminated by foreign matter a new
fluid reservoir must be fitted.
7 Steering action is transmitted from the steering box sector
shaft to the drop arm and then through mechanical linkage to the
roadwheels.

Jan 91 (Amdt 2) Chap 7-2

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Chapter 8

SUSPENSION

INTRODUCTION

1 This Chapter gives a technical description of the suspensions as fitted to Land Rover
90/110 vehicles and the Land Rover 127 vehicles.

2 The Chapter has been Sub-chaptered to allow for the eventuality of other types of Land Rover
suspensions.

List of Sub-Chapters

Chapter 8-1 SUSPENSION 90/110 VEHICLES

Chapter 8-2 SUSPENSION 127 VEHICLES (HEAVY DUTY)

3 The information is applicable to both right and left hand drive vehicles

Chap 8
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Chapter 8-1

SUSPENSION 90/110 VEHICLES

CONTENTS

Frame Para

1 Introduction
2 General
3 Coil springs and dampers
9 Front axle
11 Rear axle

Fig Page

1 Front suspension 2
2 Rear suspension 3

INTRODUCTION
1 This chapter covers the suspension system as fitted to Land Rover 90 and
110 vehicles.

General

2 Both the Land Rover 90 and 110 vehicles feature a simple suspension design
of beam axles with long, low rate coil springs, assisted by two stage
hydraulic dampers. This combination absorbs on and off-road wheel shocks and
deflections, thereby reducing body roll. The design allows maximum
articulation of both axles, to keep the wheels constantly in contact with the
ground for maximum traction and safety.

Coil springs and dampers

3 The coil spring is effectively a coiled torsion bar which stores energy
produced by the up and down movement of the vehicle. The telescopic damper
(shock absorber) damps out vibrations so that the springs do not continually
bounce up and down.

Spring rates

4 Progressive rate coil springs are fitted to the front axle of all Land
Rover 110 models. These springs have a primary rate of 27.1 N mm (155 lbf in)
for unladen or lightly laden conditions, increasing to 36,95 N mm (211 lbf in)
as the load is built up to the maximum permissible payload. The long two stage
shock absorbers act in a similar way to the springs. They provide soft
resistance to light shocks or suspension movements on normal road surfaces and
a harder, faster acting resistance to counteract more violent off road
movements, preventing any build up of spring oscillation.

5 The coil springs fitted to the rear axle have a single rate of 57.8 N mm
(330 lbf in). The shock absorbers, mounted at a forward angle to the axle, are
also two stage and operate in the same way as the front.

6 All coil springs are handed, either right or left, being slightly longer on
the drivers side in order to maintain a lateral level attitude when being
driven unladen.

Jan 91 (Amdt 2) Chap 8-1

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1 Chassis mounting bracket 4 Road spring

2 Upper link assembly 5 Lower link
3 Pivot ball-pin assembly 6 Shock absorber

Fig 2 Rear suspension

Chap 8-1
Jan 91 (Amdt 2) Page 3/4
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Chapter 8-2

SUSPENSION 127 VEHICLES (HEAVY DUTY)

TECHNICAL DESCRIPTION

1 For details of the technical description for the heavy duty

suspension fitted to Land Rover 127 vehicles, refer to Cat 522
Chap 8-2 Para 2 and 3.

Jan 91 (Arndt 2) Chap 8-2

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Chapter 10

BRAKING SYSTEM

CONTENTS

Frame Para

1 Introduction
Description
2 General
5 Master cylinder
7 Servo unit
8 Land Rover 90
9 Land Rover 110

Fig Page
1 Master cylinder fluid chambers 2
2 Section through servo unit 3
3 Schematic of Land Rover 90 brake hydraulic system 4
4 Schematic of Land Rover 110 brake hydraulic system 5
5 valve connections 6

INTRODUCTION
1 This chapter covers the technical description for the braking syst ms
fitted to Land Rover 90 and 110 vehicles.

DESCRIPTION

General

2 The mechanical components of the braking system consist leading/trailing

shoe drum brakes, each operated by a single cylinder double acting hydraulic
cylinder at the rear of the vehicle and four piston caliper disc brak s at th
front. The cable controlled hand brake is a mechanically operated single drum
brake mounted on the output shaft of the transfer gearbox and is compl tely
independant of the main braking system.

3 Adjustment of the rear wheel drum brakes is by a snail cam turned by a

hexagon head on the back-plates. The transmission drum brake is adjusted by
means of an expander assembly.

4 The basic hydraulic system involves two separate and independant primary
and secondary circuits which permit a degree of braking should a fault occur
in one of the circuits. The primary circuit operates the rear brakes and the
secondary circuit controls the front brake calipers. The tandem mast r
cylinder, which is assisted by a direct acting servo, is fed by a divided
fluid reservoir. Fluid contained in the rear section of the reservoir supplies
the primary circuit whilst that in the front portion supplies the secondary
circuit.

m* Apr 89 Chap 10
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6 When the brakes are released, the plungers, aided by the return spring, ar
retracted faster than the fluid, this creates a vacuum between the fluid in
chambers 'A' and 'C' and the recuperation seals. The recuperation seals
momentarily collapse allowing fluid in chambers 'B' and 'D', which is
unaffected by the movement of the plungers, to flow through the hole in the
plungers, over the collapsed seals and into chambers 'A' and respectiv ly.
The movement of fluid from one set of chambers to the other, is compensated
for by fluid from the separate reservoirs in the supply tank moving through
the feed holes in the cylinder. Conversely, the final return movement of the
plungers causes the extra fluid in chambers'A' and 'C' to move through the cut
off holes into the fluid reservoirs.

Servo unit

7 The servo unit is a mechanical device which provides controlled power

assistance to the the brake pedal when pressure is applied. Power supplied by
the unit is obtained from a vacuum pump located on the diesel engine of the
vehicle. The vacuum is applied to both sides of a flexing diaphragm and by
admitting atmospheric pressure to the rear of the diaphragm, the power is
obtained. The servo unit is mounted between the brake pedal and the master
cylinder and is connected to these assemblies by push rods. Should a vacuum
failure occur, the two push rods will act as a single rod allowing the brakes
to work in the conventional manner; but more effort will be required to
operate the brake pedal.

FRONT SHELL --REAR SHELL

DIAPHRAGM -DIAPHRAGM
RETURN SPRING
FULCRUM PLATE

SEAL AND PLATE FILTER

ASSEMBLY
V

OUTPUT INPUT
ROD ROD

GROMMET
DUST COVER

NON-RETURN
VALVE
LR4461M

Fig 2 Section through servo unit

Apr 89 Chap 10
Page 3
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Land Rover 110

9 Land Rover 110 models have a Pressur Differential Warning Actuator Valve
(P D W A Valve) situated betwe n the master cylinder and the front and rear
brakes. The valve is bolted to the bulkhead within the engine compartment. An
electrical switch incorporated within the valve is wired to a lamp on the
drivers warning light panel. The lamp illuminates momentarily when the starter
is actuated, indicating that the brake warning circuit is functioning
correctly. A fault in either the primary or secondary circuits is evid nt if
the warning lamp illuminates upon application of the foot brake while the
engine is running. Should a pressure failure occur in the front brake circuit
(secondary) the piston in the P D W A valve will move in the direction of the
failed circuit causing the switch to operate and the lamp to illuminate. At
the same time full fluid pressure in the primary circuit to the rear brakes
will continue. The P D W A valve will function in a similar manner should a
failure occur in the primary, rear brake circuit. Illumination of th lamp at
any time other than initial starting should always be investigated
immediately. A 'G' pressure sensative valve is also fitted to the primary
circuit.

1 B A

nD

LR4438M

A Primary circuit B Secondary circuit

C PDWA valve D GPS apportioning valve

Fig 4 Schematic of Land Rover 110 brake hydraulic system

Apr 89 Chap 10
Page 5

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Chapter 11

FUEL SYSTEMS

TECHNICAL DESCRIPTION

INTRODUCTION
1 This Chapter gives a Technical Description of the fuel systems
as fitted to Land Rover 90 and 110 vehicles having 2.5 Litre
naturally aspirated diesel engines and Land Rover 110 and 127
vehicles having 3.5 Litre V8 standard and derated engines.

2 The chapter has been Sub-chaptered as follows to accomodate

the fuel systems fitted to both the 2.5 Litre naturally aspirated
diesel engines and the 3.5 Litre V8 petrol engines.
Chapter 11-1 DIESEL FUEL SYSTEM

Chapter 11-2 PETROL FUEL AND EXHAUST SYSTEM

Chapter 11-3 PULSAIR SYSTEM (DERATED ENGINES)

3 The information is applicable to both right and left hand

drive vehicles.

Jan 91 (Amdt 2) Chap 11

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Chapter 11-1

DIESEL FUEL SYSTEM

CONTENTS

Frame Para

1 Introduction
2 General
3 Operation
4 Fuel tanks
5 Fuel filler
6 Fuel sedimenter
8 Fuel lift pump
9 Fuel filter
Fuel injection pump
10 General
11 Description
20 Operation
32 Fuel injectors
35 Air cleaner
36 Heater plugs

Fig Pag

1 Land Rover 90 fuel pipe lay-out 2

2 Land Rover 110 fuel pipe lay-out 3
3 Section through sedimenter 4
4 Fuel lift pump 5
5 Fuel filter 6
6 DPS Pump mounted to engine 7
7 Pump housing, drive shaft assembly and hydraulic head 8
8 DPS pump controls 9
9 Governor control linkage 10
10 Layout of fuel system 12
11 Exploded view of fuel injector 13

INTRODUCTION

1 This chapter covers the diesel fuel system as fitted to Land Rover 90 and
110 vehicles.

General

2 The fuel system for Land Rover 90 and 110 vehicles, having 2.5 litre
non-turbo diesel engines, is identical except for the position of the fuel
tank. The system consists of a fuel tank, fuel supply line, fuel sedimenter,
fuel lift pump, fuel filter, fuel injection pump, fuel injectors and an air
cleaner.

Operation

3 Fuel is drawn from the tank, by the fuel lift pump, via the sedimenter. The
fuel flows from the lift pump through the fuel filter to the injection pump
from which it is metered to the injectors. Some of the fuel is returned to the
fuel filter via a one-way pressure valve. Clean air flows to the intake
manifold via the air cleaner.

Apr 89 Chap 11-1

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3
LR4440M

1 Fuel filler 5 Supply sedimenter to fuel lift pump

2 Breather pipe 6 Injector leak-off and filt r vent
3 Sedimenter 7 Fuel filter
4 Supply tank to sedimenter 8 Fuel tank gauge unit

Fig 2 Land Rover 110 fuel pipe lay-out

Fuel filler

5 The fuel filler is located on the right hand side of the vehicle, on the
Land Rover 90 it is forward of the rear wheel arch, on the Land Rover 110 it
is toward the rear of the vehicle between the rear wheel arch and the back of
the vehicle. To assist with fuel filling from a jerry can, a telescopic neck
with an integral filter is incorporated. The fuel tank is vented to atmosphere
via a double acting relief valve integral with the filler cap; the filler cap
also has a facility to be secured with a padlock.

Apr 89 Chap 11-1

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Fig 4 Fuel lift pump

• Fuel filter

9 The fuel filter (Fig 5) is situated at the rear of the engine secured to
the bulkhead and is of the agglomerator flow type, the internal circuit is
designed to separate the fine water droplets from the emulsion of water and
fuel which have not been removed by the sedimenter. A drain plug incorporated
in the bottom cover allows water to be drained off. The filter consists of a
head unit, bottom cover and a filter element, the outer casing of the element
being utilized as the filter body.

Apr 89 Chap 11-1

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1 Support bracket 6 Solenoid electrical connection

2 Nut and bolt 7 Fuel inlet pipe
3 Ball-pin throttle lever 8 Delivery valves
4 Securing nuts 9 Fuel feed pipes
5 Return to filter

Fig 6 DPS Pump mounted to engine

12 The pump has a solid one-piece drive shaft (Fig 7 (11)). Rollers (14) and
shoes (15 ) are contained within the shaft assembly and the associated pumping
forces are therefore transmitted directly from the pump drive gear. This
effectively eliminates all backlash points between the driving and driven
members. The one piece design also allows the front and rear bearings (28) to
be located wide apart at each end of the shaft minimising the wear from side
loads imposed by the belt drive.

13 The fuel is supplied to a vane type transfer pump (20) via the inlet
connection and regulating valve. The regulating valve controls transfer
pressure to a metering valve which is operated by the throttle lever
and regulates the flow of fuel to the filling ports of the rotor. The
distributor rotor (23) carries a pair of opposed high pressure pumping
plungers (24) which under the action of fuel at filling pressure, push the
rollers (14) into contact with the internal lobes of a pair of scroll plat s
(25 and 27) during the filling part of the cycle.

14 Maximum fuelling is pre-set by a sealed external adjuster which controls

the scroll plates located concentrically with and either side of the cam ring
(26). These act as check plates, limiting the outward movement of the rollers
and can be partially rotated to adjust maximum fuelling.

Apr 89 Chap 11-1

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16 The latch and rotor vent switch valves are located on either side of the
pump housing and connect with passages in the hydraulic head (Fig 7 (21)). The
latch valve, at engine cranking speed, ensures that the transfer pr ssure does
not reach the auto-advance unit until the engine has self sustained. The rotor
vent switch valve (Fig 8 (8)) performs the separate function of venting any
air trapped between the pump plungers through a vent orifice in the hydraulic
head. The valve thus provides the rotor with a self priming capability
enabling an easy re-start to be made without bleeding the pump should the
vehicle run out of fuel. When the engine self-sustains, transfer pressure
opens the latch valve diverting the fuel under pressure to the advance d vice
and simultaneously to the rotor vent valve, thus closing the vent passag to
the cam box.

17 A two speed mechanical governor fitted with a 'cush drive' weight retainer
(Fig 7 (6)) controls engine speed at idling and maximum only. At intermediat
speeds there is a direct link between the metering valve and the accelerator
pedal. Idling speed can be set independently of the throttle stop position by
a variable idle control lever (Fig 8 (1)).

10

1 Idling lever 6 Governor control cover

2 Anti-stall screw (pre-set) 7 Auto-advance unit
3 Vent screw 8 Rotor vent switch valve
4 Maximum speed screw 9 Throttle control bracket
5 Shut-off solenoid 10 Throttle lever

Fig 8 DPS Pump controls

Apr 89 Chap 11-1

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Operation

19 Fuel at feed pressure (Fig 10 (E)) passes into the transfer pump (11)
which raises the pressure with increasing engine speed to an intermediate
value termed transfer pressure (B) controlled by the regulating valve (10). In
operation the regulating valve maintains a pre-determined relationship betwe n
speed of rotation and transfer pressure by returning part of the fuel to the
inlet side of the transfer pump.

20 Fuel at transfer pressure (B) is supplied to the pumping plungers and via
a separate passage, actuates the latch valve (13). To fill the plungers, fu 1
at transfer pressure (B) flows around annular grooves in the hydraulic head
(12) and passes via a solenoid shut-off valve (6) into a drilling in th top
of the hydraulic head sleeve. Fuel then flows to the metering valve (5), which
regulates fuel flow through linkage to the accelerator pedal or movement of
the governor weights (19).

21 As fuel passes through the metering valve orifice, in the hydraulic head,
a pressure drop occurs reducing transfer pressure (B) to a level known as
metering pressure (C). Fuel from the metering valve then passes into two
oblique filling ports via a circular groove in the sleeve to the rotor
charging ports, then through a central drilling in the rotor to fill the
opposed pumping plungers. These are then actuated by the internally lobed cam
ring to pump the fuel at injector pressure.

22 The cam ring lobes are phased with the drillings in the hydraulic head and
rotor which allows alternate filling and injection. The rotor ports first
charge the pumping plungers at metered pressure (C), then fuel is pumped from
the distributor port at injection pressure (A) to each of the injectors (16)
in turn.

23 A controlled leakage of fuel for lubricating and cooling purposes passes

between the rotor, hydraulic head, plungers and bore etc., and then to the cam
box.

24 Cam box pressure (F) is maintained by the fuel being returned via a
one-way to the fuel filter where the pressure is maintained at fuel lift pump
pressure. The filter vent flow is returned to the fuel tank through a 0,50 mm
orifice connection together with the back leakage flow from the injectors.

25 To activate the latch valve (13), fuel at transfer pressure (B), regulat d
by pump speed, flows into a drilling in the bottom of the hydraulic h ad
sleeve and, via an annular groove in the sleeve, to the latch valve.

26 At cranking speeds, the latch valve is closed and prevents fuel at

transfer pressure (B) flowing either to the advance unit or the rotor vent
switch valve (18). The vent switch valve is spring loaded to the open position
allowing fuel and air from the rotor to be vented to the cam box.

27 At a pre-determined pressure, i.e. above cranking speed the latch valve

opens to allow fuel at transfer pressure (B) to flow via an annular groove in
the hydraulic head sleeve to the head locating fitting (16). Fuel from the
head locating fitting flows to the underside of the stem of the rotor vent
switch valve lifting the valve and closing the rotor vent passage to the cam
box. Fuel also flows from the head locating fitting to the pressure side of
the piston of the automatic advance unit (15).

28 With an increase in pump speed, transfer pressure (B) acting on the

advance piston causes the cam ring to advance the injection timing. Leakage
from the advance unit flows back to the cam box.

Apr 89 Chap 11-1

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Fuel injectors

29 The fuel injectors (Fig 11) are made up from two major parts. The nozzle
assembly, through which fuel is injected into the combustion chamber and th
nozzle holder, which locates the nozzle, carries the spring which controls the
nozzle opening pressure, allows the assembly to be fitted in the cylinder head
and provides the fuel inlet connection.

30 Fuel entering the injector passes through galleries in the body and nozzle
to a chamber surrounding the nozzle valve. The valve is held tightly closed by
the valve spring until on the fuel pump injection stroke, fuel pressure ris s
above the pre-set spring pressure. The valve then lifts, permitting th high
pressure fuel to pass through and spray from the nozzle tip. At the end of th
injection stroke the fuel pressure falls, the spring returns the valve to its
seat and the spray into the combustion chamber is terminated.

31 Fuel is used as a lubricant for the moving parts of the injectors; after
carrying out this function the fuel is returned, via a small bore pipe to
connect with the filter vent and return to the fuel tank.

LR4173M

1 Valve spindle 5 End cap

2 Pressure spring 6 Nozzle valve
3 Adjusting screw 7 Nozzle body
4 Sealing washer 8 Cap nut

Fig 11 Exploded view of fuel inj ctor

Apr 89 Chap 11-1

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10 9 LRE0321

1 Fuel supply pipe 8 Fuel pump

2 Fuel filter 9 Fuel gauge level unit
3 Fuel supply pipe to filter 10 Drain plug
4 Non return valve 11 vapour separator, outlet to carburetter
5 Spill return pipe to fuel tank 12 Vapour separator
6 Breather hose 13 Restrictor
7 Fuel filler 14 Spill return pipe

Fig 1 Land Rover 110 fuel pipe lay-out Fig 1

Chap 11-2
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1 Pipe, filter to vapour separator 11 Non - return valve

2 Fuel filter 12 Non - return valve
3 Fuel pump 13 Spill return pipe to rear tank from solenoid
4 Fuel gauge level unit - side tank 14 Fuel filler - rear tank
5 Fuel supply pipe - rear tank to filter 15 Breather pipe - rear tank
6 Spill return pipe to side tank 16 Fuel gauge level unit - rear tank
7 Spill return solenoid 17 Drain plugs
8 Fuel filler - side tank 18 Vapour separator outlet to carburetter
9 Breather pipe - side tank 19 Vapour separator
10 Connector pipe
Fig 2 Land Rover 127 fuel pipe lay-out Fig 2
Chap 11-2
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Fuel pump
8 The fuel pump (Fig 3) is an electrically operated submerged
unit mounted in the top of the tank, a filter bag (4) covers the
pump inlet and a gasket (2) is provided between the fixing plate
(6) and tank. Electrical conections (7) and the fuel delivery
pipe extend through the tank fixing plate on top of the unit.

umlown.
1 Outlet pipe 5 Plastic tie clip
2 Gasket 6 Fixing plate
3 Pump and motor 7 Electrical connections
4 Filter
Fig 3 Fuel pump

Non-return valve
9 A non-return valve (Fig 4) is enclosed inside the hose
connection of the supply pipe from both the rear and side tanks
to prevent the possibility of a back flow of fuel along the
supply lines to the fuel tanks.

Chap 11-2
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Spill return solenoid valve

11 The spill return solenoid valve (Fig 6)- is part of the spill
return system incorporated on twin tank 127 vehicles only. The
valve, which is energised by the tank selection switch, closes
the port to the tank not in use and similtaneously opens the port
to the selected tank.

1 Solenoid valve
2 Spill return to side tank
3 Spill return to rear tank
4 To carburetters via filter and vapour separator.
Fig 6 Spill return solenoid valve

Vapour separator and restrictor

12 The vapour separator (Fig 7) forms part of the spill return

system and prevents fuel vapour causing air locks in the supply
to the carburetter. Vapour and excess fuel flows back into the
fuel tank through a restrictor fitted to the spill return port on
the vapour separator.
13 The restrictor is designed to assist in maintaining a
constant fuel level in the vapour separator bowl and to prevent
fuel flowing back to the tank at the same rate as the delivery.

Chap 11-2
Oct 90 (Amdt 1) Page 9
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Operation

15 The outlet pipe from the filter leads to the left hand
carburetter float chamber, with a branch pipe supplying the right
hand carburetter. Both carburetters are fitted with a mixture
enriching device for engine starting from cold. When operated,
this device draws suplementary fuel from the float chamber and
feeds it directly into the carburetter throttle body. Under
normal running conditions demand for fuel is controlled via a
variable needle jet operated by an air piston positioned in the
suction chamber on top the carburetter body.

Air cleaner

16 The air cleaner incorporating a replaceable element is

mounted at the rear of the engine and is connected by hoses and
ducting to the carburetters. In addition to supplying combustion
air, clean air is also tapped off the ducting for the cranckcase
ventilation system.

ui

Chap 11-2
Oct 90 (Amdt 1) Page 11

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Fig 8 Carburetter

Jan 91 (Amdt 2) Chap 11-2

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Charter 11-2
PETROL FUEL AND EXHAUST SYSTEM
TECHNICAL DESCRIPTION
CONTENTS

Para
1 Introduction
2 General
3 Operation
5 Fuel tanks
6 Fuel filler
8 Fuel pump
9 Non-return valve
10 Fuel filter
11 Spill return solenoid valve
12 Vapour separator and restrictor
Carburetter
14 Description
15 Operation
16 Air cleaner
17 Exhaust system
Fig Page
1 Land Rover 110 fuel pipe lay-out 3/4
2 Land Rover 127 fuel pipe lay-out 5/6
3 Fuel pump 7
4 Non-return valve 8
5 Fuel filter 8
6 Spill return solenoid valve 9
7 Vapour separator 10
8 Carburetter 13

INTRODUCTION
1 This chapter covers the petrol fuel and exhaust system fitted I
to Land Rover-,110 and 127 vehicles.
GENERAL
2 The fuel systems for Land Rover 110 and 127, having 3.5 litre
V8 engines, are identical except for the addition of a side
mounted tank on 127 vehicles only. The system consists of fuel
tanks, fuel pump, fuel supply and spill return lines, vapour
separator, fuel filter, carburetters and an air cleaner.
OPERATION
3 Fuel drawn by the electrically operated in-tank pump, is
delivered to a paper element type filter. From the filter, the
fuel enters the carburetter float chamber via a vapour separator.
Vapour and excess fuel returns to the fuel tank through a
restrictor fitted to the return port on the vapour separator.

Jan 91 (Amdt 2) Chap 11-2

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Chapter 11-3

PULSAIR SYSTEM (DERATED ENGINE ONLY)

TECHNICAL DESCRIPTION
CONTENTS

Frame Para
1 Introduction
2 General
3 Operation
8 Inlet manifold
9 Pulsair manifold
10 Check valves
11 Exhaust system

Fig Page

1 Pulsair system 2
2 Pulsair layout 3

INTRODUCTION
1 This chapter covers the pulsair system fitted to the derated
3.5 litre V8 engine installed in Land Rover 110 vehicles.
GENERAL

2 Due to restrictors fitted into the inlet manifold of the

derated V8 engine a pulsair system (Fig 1) has been installed to
control exhaust emissions. The additional equipment makes no
changes in the maintenance and repair procedures already covered
in the fuel system except for the pulsair rails and check valves
which are covered in this chapter.

OPERATION

3 Pulsair is self-induced air injection into the exhaust ports

via a configuration of pipes from the carburetter elbows,
employing two one way pulse air valves.

4 Air is drawn from the carburetter elbows (2) via a pressure

check valve (3) then to the injectors (5) in the individual
exhaust ports, adjacent to to the exhaust valves. The air mixes
with the exhaust gases leaving each cylinder and promotes
secondary combustion within the exhaust ports, manifolds and
exhaust system.
5 The check valve (3) is a simple one-way flap valve, to prevent
gases passing back through the elbows.
6 Cranckcase gases are utilised by the constant depression area
of the carburetter, gases are recycled from the cranckcase via
the rocker cover, flame trap and carburetter to the induction
system.

Jan 91 (Arndt 2) Chap 11-3

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Check valves

10 The check valves are simple one-way flap valves and are
connected to the pulsair manifolds by a threaded union. A
flexible hose connects the other end of the valve to the
carburetter elbows.

1 Intake elbows 3 Pulsair manifold

2 Pulsair manifold 4 Hoses

Fig 2 Pulsair layout

EXHAUST SYSTEM

11 For technical description details of the exhaust system refer

to Cat 302 Chap 11-2.

Jan 91 (Amdt 2) Chap 11-3

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Chapter 12

COOLING SYSTEMS

TECHNICAL DESCRIPTION

INTRODUCTION

1 This Chapter gives the technical description for the cooling

systems fitted to Land Rover 2.5 litre diesel 90 and 110
vehicles, and Land Rover 3.5 litre petrol 110 and 127 vehicles.

2 The Chapter has been Sub-chaptered as follows to accommodate

the cooling system fitted to Land Rover 2.5 litre diesel 90 and
110 vehicles, and the cooling system fitted to Land Rover 3.5
litre petrol 110 and 127 vehicles.
Chapter 12-1 2.5 L DIESEL COOLING SYSTEM 90/110

Chapter 12-2 3.5 L PETROL COOLING SYSTEM 110/127

Chapter 12-3 WINTERISED COOLING SYSTEM

General

3 The information given is applicable to both left and right

hand drive vehicles.

Jan 91 (Arndt 2) Chap 12

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Chapter 12-1

2.5L DIESEL COOLING SYSTEM 90/110

CONTENTS

Frame Para

1 Introduction (WARNING)
Description
2 General
3 Radiator
4 Thermostat
5 Water pump
7 Fan and viscous coupling
8 Operation

Fig Page

1 Water pump, fan and viscous coupling 2

INTRODUCTION

1 This chapter covers the technical description for the cooling system as
fitted to Land Rover 90 and 110 vehicles.

WARNING ...

DO NOT REMOVE THE RADIATOR OR EXPANSION TANK FILLER CAPS WHEN THE ENGINE
IS HOT BECAUSE THE COOLING SYSTEM IS PRESSURIZED AND PERSONAL SCALDING
COULD RESULT.

DESCRIPTION

General

2 The cooling system is a thermo-syphon, pump assisted, thermostatically the

at
controlled arrangement designed to ensure that the engine is maintained
approved running temperature at a wide range of weather conditions.

Radiator

3 The radiator is of the cross flow type having tanks at either side
inter-connected by specially shaped tubes having gills inter-spaced about the
them. The tank on the right hand side of the radiator, when viewed from the
bottom for coolant flow to
driving position, has a hose connection at the and
ion at the top, for flow to the expansi on tank
engine, a small hose connect
a hose
a filler plug on the top face. The tank on the left hand side has
connection at the top to receive the hot coolant from the engine.

Thermostat
y consists
4 Fitted to the front of the cylinder head, the thermostat assembl
sensati ve bellows and a top cover.
of an external housing, a temperature
hot coolant to
Connections are provided on the thermostat housing to allow the
be circulated to the heater.

Chap 12-1
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Viscous coupling and fan

Description and operation

Description

7 The viscous coupling assembly, comprises a disc which is the driving

member, secured with a lock nut to a left hand threaded boss formed on the end
of an adapter fitted to the water pump shaft. A casing, which is the driven
member, is finned to dissipate heat and is divided into two chambers by a
separator plate; the rear chamber houses the disc and the front one forms a
reservoir. A scoop, mounted on the separator plate, transfers fluid from the
rear chamber to the front. A thermostatically-actuated valve situated near the
centre of the plate allows the oil to return to the rear chamber; the
thermostatic control element is mounted in front of the casing where it is
exposed to the air flow through the radiator. The casing is filled with a
viscous silicone fluid and also forms the mounting for the multi-bladed fan
whicn has irregular spaced blades to minimise noise.

Operation

8 when the engine is started, drive from the pulley rotates the disc and
residual fluid in the rear chamber passes through the scoop into the front
chamber, so that no drive is transmitted to the casing. when the engine
coolant rises above a pre-determined temperature the hot airflow from the
radiator, passing over the thermostatic control element, actuates the valve
and allows the fluid to re-enter the rear chamber. The fluid is distributed
over the disc by centrifugal force, this action permits the drive to pass from
the disc to the casing and thereby rotate the fan. The coupling is designed to
allow the fan to slip when it reaches a pre-determined speed and maintain that
speed irrespective of increases in engine speed. To prevent overheating in
traffic conditions or high ambient temperaures, a bi-metallic thermocouple
overides the viscous action at underbonnet temperatures in excess of 70 C and
increases the fan speed.

SYSTEM OPERATION

9 Under normal operating conditions, coolant is drawn from the bottom of the
right hand tank of the radiator, viewed from the drivers position, then pumped
through the cylinder block and cylinder head to return to the radiator left
hand tank, from there it flows through the cooling cross tubes to the right
hand tank, completing the cycle.

9 The thermostat maintains the coolant at the approved working temperature by

controlling the flow of coolant to the left hand tank. When the engine is
cold, coolant is prevented from returning to the radiator by the thermostat,
coolant is then by-passed from the cylinder head to the pump and back to the
cylinder block, thus the approved working temperature is quickly reached. As
the coolant temperature rises the thermostat at a pre-determined setting will
begin to open, allowing some of the coolant to flow to the radiator for
cooling. Any rise in temperature above the normal operating range will cause
the thermostat to open further allowing a greater volume of coolant to flow to
the radiator, thereby lowering the temperature.

Chap 12-1
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Chapter 12-2

3.5 L PETROL COOLING SYSTEM 110/127

CONTENTS

Frame Para

1 Introduction (WARNING)
Description
2 General
3 Radiator
4 Thermostat
5 Water pump
7 Fan and viscous coupling
8 Oil cooler
9 Operation

Fig Page

1 Water pump, fan and viscous coupling 2

INTRODUCTION

1 This chapter details the technical description for the water

and oil cooling systems fitted to the Land Rover 3.5 Litre Petrol
110 and 127 vehicles.

WARNING ...

DO NOT REMOVE THE RADIATOR OR EXPANSION TANK FILLER CAPS WHEN

THE ENGINE IS HOT BECAUSE THE COOLING SYSTEM IS PRESSURISED
AND PERSONAL SCALDING COULD RESULT

DESCRIPTION

General

2 The conventional water cooling system is an efficient pump

assisted arrangement with thermostatic control. On the 12/24 V
vehicles a supplementary oil cooling circuit is provided. The
cooling system is designed to maintain the correct running
temperature over a wide range of weather conditions.

Radiator

3 The radiator is of the cross flow type having tanks at either

side interconnected by tubes providing the heat exchanging
surface. When viewed from the driving position, the right hand
tank contains bottom hose connection to the engine, smaller hose
connections at the top for expansion tank and penthouse bleed,
the filler plug is also located on the top face. The left hand
tank houses the top hose connection receiving hot coolant from
the engine.

Jan 91 (Arndt 2) Chap 12-2

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Thermostat

4 Fitted to the front of the cylinder head, the thermostat

assembly consists of an external housing, temperature sensitive
bellows and a top cover. Connections are provided on the
thermostat housing to allow the hot coolant to be circulated to
the heater.
Water Pump
5 A centrifugal impeller type water pump (Fig 1(3)) is mounted
on the timing chain cover (1) and is belt driven from the
crankshaft pulley.
6 The pump body is a single casting incorporating spindle and
bearing assembly. A cassette type seal unit excludes coolant from
the bearing and prevents leakage. Pressed on the inner end of the
spindle is an impeller. A drive hub is pressed on the outer end
of the spindle to which is secured the drive pulley (5), fan (6)
and viscous coupling (7).
Fan and Viscous Coupling
7 A left hand thread formed on the end of the water pump shaft
carries the fan and viscous coupling assembly (6,7) and is
secured to the hub by a lock nut. The viscous coupling (7) allows
the fan to slip upon reaching a pre-determined speed and maintain
that speed irrespective of increases in engine speed. The multi-
bladed fan has irregular spaced blades to minimise noise.

Oil cooler
8 On 12/24V vehicles only, an auxiliary oil cooling facility is
provided to prevent engine overheating during extended periods of
running the engine when stationery.
OPERATION
9 Under normal operating conditions, coolant is drawn from the
bottom of the right hand tank of the radiator, viewed from the
drivers position, then pumped through the cylinder block and
cylinder head to return to the radiator left hand tank; from
there it flows through the cooling cross tubes to the right hand
tank, completing the cycle.
10 The thermostat maintains the coolant at the approved working
temperature by controlling the flow of coolant to the left hand
tank. When the engine is cold, coolant is prevented from
returning to the radiator by the thermostat, coolant is then by-
passed from the cylinder head to the pump and back to the
cylinder block.
11 As the coolant temperature rises the thermostat at a pre-
determined setting will begin to open, allowing some of the
coolant to flow to the radiator for cooling. Any rise in
temperature above the normal operating range will cause the
thermostat to open further allowing a greater volume of coolant
to flow to the radiator, thereby lowering the temperature.

Jan 91 (Amdt 2) Chap 12-2

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Chapter 12-3

WINTERISED COOLING SYSTEM

CONTENTS

Frame Para
1 Introduction (WARNING)
2 General
Water heater unit
4 Description
6 Operation
Pre-heater water circuit
10 Operation

Fig Page

1 Section through Webasto DBW 46 water heater 2

2 Water circuit 5/6

INTRODUCTION
1 This chapter details the technical description for the cooling
system fitted to Land Rover 2.5 litre diesel winterised 90 and
110 vehicles.
WARNING ...
DO NOT REMOVE THE RADIATOR OR EXPANSION TANK FILLER CAPS WHEN
THE ENGINE IS HOT. THE COOLING SYSTEM IS PRESSURISED AND THE
RAPID RELEASE OF HOT COOLANT COULD RESULT IN PERSONAL INJURY.
GENERAL

2 For technical description details of the main cooling system

refer to'Cat 302 Chap 12-1.
3 Land Rover winterised 90 and 110 vehicles have been
specifically designed to operate in extreme sub-zero climatic
conditions. In order to meet the required specification a
'Wabasto' DBW 46 water heater has been incorporated as an aid to
engine cold start procedure. An integral radiator/oil cooler
providing oil temperature regulation is also fitted.
Water heater

Description
4 The water heater operates independently of the engine and is
connected into the cooling system, fuel system and electrical
installation of the vehicle.

Jan 91 (Amdt 2) Chap 12-3

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Operation
6 When the heater is operated via the instrument panel switch, a
positive charge is sent to the electronic control unit which in
turn ignites the glow plug coil and activates the water
circulation pump. An operation indicator light is illuminated in
the instrument panel. After a delay of approximately 30 seconds
the dosing pump is activated, forcing diesel fuel oil through the
inlet pipe and on to the burner matting. Approximately five
seconds later, the combustion air fan is activated, driving clean
air into the burner. The burner mating acts as a wick supplying
evaporated fuel over the cross-section of the burner tube. If
combustion is not established, the flame detector initiates a
second start cycle and ignition continues for a maximum period of
four minutes, or until combustion. If a second combustion failure
occurs the flame detector initiates a heater shut down.

7 Immediately after combustion is established the flame detector

extinguishes the glow plug. A temperature sensor mounted in the
heat exchanger records the water temperature which will continue
to rise and is eventually maintained between 70° and 80°C by
combustion air fan and dosing pump frequency changes, governed
from the electronic control unit.

8 If the water temperature rises above 85°C, a purge cycle

commences. In such an event, the dosing pump is de-energised, the
glow plug is extinguished and the combustion air fan is activated
to full load. This safety procedure ensures the combustion
chamber is bled, and any gas is removed, thus allowing necessary
cooling to commence. A purge cycle is also initiated when the
heater is switched off. As a final safety precaution a manual re-
set overheat fuse incorporating a fusible plug which is blown at
a permissible temperature is also fitted into the heat exchanger.
9 During normal operation exhaust gases are released from the
burner through the exhaust pipe and silencer. An intake silencer
is also secured to the combustion air intake pipe to reduce
noise.
Pre-heater water circuit
Operation

10 Prior to engine ignition, water is drawn by the circulation

pump from the engine and into the heat exchanger via a connection
located at the rear of the cylinder head (Fig 2). Hot water is
then forced out of the heat exchanger and back into the engine
via a second connection located at the front of the cylinder
head. An expansion hose is incorporated via a tee fitted into the
same front cylinder head connection. Operation of the water
heater and circulation pump automatically terminates when the
engine is ignited.

Jan 91 (Arndt 2) Chap 12-3

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Fig 2
Fig 2 Water circuit
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Fig 3 Fig 3

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Chapter 15
CHASSIS
TECHNICAL DESCRIPTION

INTRODUCTION
1 This Chapter gives the Technical Description for chassis
fitted to Land Rover 90, 110 and 127 vehicles.
2 The Chapter has been Sub-chaptered as follows to accommodate
the chassis fitted to Land Rover 90 and 110 vehicles, and the
chassis fitted to Land Rover 127 vehicles.
Chapter 15-1 CHASSIS 90 AND 110 VEHICLES
Chapter 15-2 CHASSIS 127 VEHICLES
General
3 The information given is applicable to both left and right
hand drive vehicles.

Oct 90 (Amdt 1) Chap 15

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Chapter 15-1
CHASSIS 90 and 110 vehicles

CONTENTS

Frame Para
1 Introduction
2 Description
5 Corrosion protection
Fig Page
1 Land Rover 110 chassis 1

INTRODUCTION
1 This Chapter gives a Technical Description of the chassis as fitted to Land
Rover 90 and 110 vehicles.
Description
2 The chassis frame is of 'ladder' type construction, made up from two
parallel side members, manufactured from 2 mm (14 gauge) steel sub-assemblies
welded into box sections. To ensure accuracy, welding is carried out by
computer controlled robotic welders.
3 The 'ladder' frame construction resists twisting (torsional) and bending
(flexing) stresses encountered in all types of conditions on and off road. The
longitudinal chassis members are constructed from U-section assemblies, welded
top and bottom into a box section. The box section is internally strengthened
by tubes or scroll plates to avoid compression when ancillary equipment is
bolted in place.

Fig 1 Land Rover 110 chassis

Chap 15-1
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4 The Land Rover 90 is fitted with four cross members and the Land Rover 110
having six. The cross member situated. beneath the transmission is removeable
for ease of maintenance or removal of the gear or transfer boxes. The remaining
cross members are welded in position.
Corrosion protection

5 To protect the chassis against corrosion, after assembly it is degreased,

cleaned and dried, theB shot blasted and immersed in grey water based primer
and stove baked at 115 C. Aft8r priming the chassis is dip coated in black
enamel and stove baked to 160 C. Holes are positioned along the chassis to
allow full paint penetration over the inner surfaces. For extra safety and long
life the rear cross member is wax injected to thoroughly exclude moisture.

Chap 15-1
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Chapter 15-2
CHASSIS
CONTENTS
Frame Para
1 Introduction
2 Description
3 Frame alignment
5 Corrosion protection
Fig Page
1 Land Rover 127 chassis 1

INTRODUCTION
1 This Chapter gives a Technical Description of the chassis as
fitted to the Land Rover 127 vehicle.
Description
2 The chassis frame is of 'ladder' type construction made up
from two parallel side members, manufactured from 2 mm (14 gauge)
steel sub-assemblies welded into box sections. To ensure
accuracy, welding is carried out by computer controlled robotic
welders.
Frame alignment
3 The 'ladder' frame construction resists twisting (torsional)
and bending (flexing) stresses encountered in all types of
conditions on and off road. The longitudinal chassis members are
constructed from U-section assemblies, welded top and bottom into
a box section. The box section is internally strengthened by
tubes or scroll plates to avoid compression when ancillary
equipment is bolted in place.

Fig 1 Land Rover 127 Chassis

Chap 15-2
Oct 90 (Amdt 1) Page 1
2320-D-122-302 ARMY EQUIPMENT
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4 The Land Rover 127 is fitted with seven cross members. The
cross member situated beneath the transmission housing is
removeable for ease of maintenance or removal of the gear or
transfer boxes. The remaining cross members are welded in
position
Corrosion protection
5 To protect the chassis against corrosion, after assembly it
is degreased cleaned and dried, then shot blasted and immersed
in grey water based primer and stove baked at 151°C. After
priming the chassis is dip coated in black enamel and stove
baked to 160°C. Holes are positioned along the chassis to allow
full paint penetration over the inner surfaces. For extra safety
and long life the rear cross member is wax injected to
thoroughly exclude moisture.

Chap 15-2
Page 2 Oct 90(Arndt 1)
ARMY EQUIPMENT 2320-D-122-302
SUPPORT PUBLICATION

Chanter 17
ELECTRIC WINCH 127 VEHICLES
TECHNICAL DESCRIPTION
CONTENTS

Frame Para
1 Introduction
2 General
5 Motor
6 Clutch
7 Gearbox
8 Drum and wire rope assembly
9 Fairlead rope guide
10 Remote control
11 Brake assembly
Fig Page
1 Electric winch arrangement 2

INTRODUCTION
1 This Chapter details the technical description for the
electric winch fitted to Land Rover 127 vehicles.
GENERAL
2 The winch assembly, mounted on a special cradle (Fig 1 (6))
attached to the front vehicle bumper is powered by an electric
motor (3). The motor is engaged by a manual clutch control (1),
housed in the upper gear case (2).
3 Drive is transmitted via a series of gears to the drum (5)
which accommodates the wire rope assembly (7). A fairlead rope
guide bracket (8) mounted on the front of the cradle permits
unrestricted wire rope movement during winch operations.
4 A remote control switch unit and wander lead when engaged with
the solenoid control housing (4) operates the electric motor. A
brake assembly (10) housed externally on the lower gear case (9)
automatically activates against a load when the drum is static.
Motor
5 The electric motor is of a 12 volt DC type mounted externally
on the upper gear case. It has three terminals provided for
connection into the solenoid housing plus a fourth which
accommodates the negative lead. The drive shaft locates into the
clutch pinion via a bearing.

Chap 17
Oct 90 (Amdt 1)
Page 1
2320-D-122-302 ARMY EQUIPMENT
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1 Clutch control 6 Mounting cradle

2 Upper gear case 7 Wire rope assembly
3 Electric motor 8 Wire rope guide bracket
4 Solenoid control housing 9 Lower gear case
5 Drum 10 Brake assembly
Fig 1 Electric winch arrangement
Chap 17
Page 2 Oct 90(Arndt 1)
ARMY EQUIPMENT 2320-D-122-302
SUPPORT PUBLICATION
Clutch
6 The manual clutch assembly is mounted in the upper gear case
and is operated by an external push/pull control knob. A motor
pinion positioned at the end of the shifter assembly, when
engaged allows drive from the motor output shaft to be
transmitted to the gears in the gearbox assembly.
Gearbox
7 The gearbox casing consists of an upper and lower housing. The
upper housing contains the motor pinion which when actuated by
the clutch engages with a gear cluster. Drive is then transmitted
to intermediate and main gears contained in the lower housing.
The main gear also has a ring of internal teeth which mesh with
an external gear on the drum shaft.
Drum and wire rope assembly
8 The drum and gear shaft which pass through a seal and thrust
washer assembly before engagement with the main gear is held to
the lower housing by an end support, bolted to the mounting
cradle. The wire rope and hook assembly which is distributed and
retrieved from the underside, is tethered by a 'U' bolt clamp
restricted to the end of the drum.
Fairlead rope guide
9 The fairlead rope guide is bolted externally to the base of
the mounting cradle and consists of two horizontal and vertical
rollers which permit unrestricted movement and guard against
damage to the wire rope.
Remote control
10 The remote control consists of a hand held switch unit
connected by insulated cable which is plugged into a socket
terminal externally mounted on the front of the solenoid control
housing. The spring loaded toggle switch on the hand held unit
activates the electric motor allowing the winch to be powered
either 'in' or 'out'. A third switch position provides a neutral
or 'off' mode.
Brake assembly
11 The brake assembly consists of a two friction linings, spring
applied and housed either side of a ratchet and between an inner
and outer disc. The assembly is accommodated on a central pinion
and cam which in turn is located into the intermediate gear,
contained in the lower housing. A pawl and spring assembly is
mounted externally to the side of the brake assembly and locates
into the ratchet teeth. When the winch is under load and the
remote control switch is returned to a neutral position, the
brake automatically activates.

Chap 17
Oct 90 (Amdt 1) Page 3/4
1
ARMY EQUIPMENT 2320-D-122-302
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Chanter 18
HEATING AND VENTILATION
TECHNICAL DESCRIPTION

Introduction
1 This Chapter details the technical description for the heating
and ventilation system fitted Land Rover 2.5 litre diesel
winterised 90 and 110 vehicles.
2 The Chapter has been Sub-chaptered as follows to accommodate
any future variants.
Chapter 18.1 WINTERISED HEATING AND VENTILATION SYSTEM
3 The information is applicable to both right and left hand
drive vehicles.

Jan 91 (Arndt 2) Chap 18

Page 1/2
 ARMY EQUIPMENT 2320-D-122-302
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Chapter 18-1
WINTERISED-HEATING AND VENTILATION SYSTEM
TECHNICAL DESCRIPTION
CONTENTS

Frame Para
1 Introduction
2 General
Interior water heater circuit
3 Description
4 Operation
Interior air ducting
6 Windscreen and cab
7 Side screen demisters
Fig Page
1 Water circuit 3/4
2 Side screen demisters 5

INTRODUCTION
1 This Chapter details the technical description for the heating
and ventilation system fitted to Land Rover 2.5 litre diesel
winterised 90 and 110 vehicles.
'GENERAL
2 Land Rover winterised 90 and 110 vehicles have been
specifically designed to operate in extreme sub-zero climatic
conditions. In order to meet the required specification a
'Webasto' DBW 46 water heater has been incorporated as an aid to
engine cold start. The vehicle internal heater feed hose is
connected into the water pre heater circuit, but only receives
its hot water from the cooling system when propelled by the
engine water pump after ignition. The water heater operates
independently of the engine and is installed to raise coolant
temperature prior to starting.
Interior water heater circuit (Fig 1)
Description
3 The water heater circuit consists of a series of hoses and
copper tubing connected to the standard heater matrix and five
interior mounted radiators. One radiator is mounted under the
passenger seat in the left hand side of the vehicle battery box
and a further two banks of two are mounted adjacent to each other
in the rear of the vehicle. An air bleed valve is fitted to each
of the rear radiator banks and an on/off water flow valve is
mounted at the front of the vehicle rear bulkhead. All pipes
exposed to atmosphere are fully insulated.

Jan 91 (Amdt 2) Chap 18-1

Page 1

L
2320-122-D-302 ARMY EQUIPMENT
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Operation
4 Operation of the water heater automatically terminates when
the engine ignites. Water is therefore static in the water pre
heater system, allowing engine coolant at temperature to be
propelled by the engine water pump through to the vehicle heater
matrix where hot air is supplied to the interior assisted by the
heater fan.
5 A tee connection fitted to the vehicle heater feed line
allows hot water to be fed under the engine compartment bulkhead
and into the battery box radiator. Hot water is then supplied
from the battery box radiator through the rear bulkhead to the
left hand bank of radiators. The water is then returned back
through the left hand bank to a feed line mounted across the rear
of the rear bulkhead where an on/off water flow valve, accessible
from the driver's compartment is centrally mounted. The valve
provides the operator with an option of preventing flow within
the internal radiator system, therefore restricting circulation
to the heater matrix. When the flow valve is open, water
continues through the right hand bank of radiators, returning
under the engine compartment bulkhead to the engine, via a tee
connection fitted into the vehicle heater to engine return line.

Key to fig 1
1 Water heater 8 LH radiator bleed valve
2 Vehicle heater to engine return 9 LH rear radiator bank
3 Diesel fuel supply 10 Battery box radiator
4 Engine to vehicle heater feed 11 Vehicle heater matrix
5 On/off water flow valve 12 Radiator/oil cooler
6 RH rear radiator bank 13 Expansion hose
7 RH radiator bleed valve

Chap 18-1 Jan 91 (Arndt 2)

Page 2
 ARMY EQUIPMENT
SUPPORT PUBLICATION
2320-D-122-302

10
LF111074L

11

Fig 1
wader circuit
Jan 91 (Arndt 2) Fig 1
Chap 18-1
Page 3/4
-4
ARMY EQUIPMENT 2320-D-122-302
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Interior air ducting
Windscreen and cab
6 For details of the interior air ducting to front windscreen
and cab refer to Cat 302 Chap 16-1.
Side screen demisters (Fig 2)
7 A duct and vent is connected each side of the vehicle into
the standard windscreen ducting system supplying air to the front
side screens. Operation of air supply is via the standard
windscreen/footwell heater controls.

L R8075L

Fig 2 Side screen demisters

Jan 91 (Arndt 2) Chap 18-1
Page 5/6
-1
1
ARMY EQUIPMENT 2300-A-310-201
SUPPORT PUBLICATION March 2009
2nd Edition

B VEHICLE CORROSION PREVENTION

This publication contains information covering the requirements of

Category 2 at information level 1 and category 5 at
information levels 2, 3 and 4

Sponsored for use in the

UNITED KINGDOM MINISTRY OF DEFENCE
AND ARMED FORCES
by

DE & S LAND SYSTEMS SAFETY AND ENGINEERING

Publication Authority:
DES SE LAND-EP-PC1

Page (i)
2300-A-310-201 ARMY EQUIPMENT
SUPPORT PUBLICATION

CONDITIONS OF RELEASE

This-infefmetien-is-releasetlie-04-Gevemnient-fer-Befenee-raufpeses-efity7

Thie-infer-nietien-mtist-be-effereled-the-senie-eiegfee-ef-pfeteetiewee4hat-effertieel-te-infer-matien-ef-ao
equivalent-elessiffeetien-eFiginated-by-the-reeipient-Gevefnment-ef-es-reeteifed-tay-the-reeipient
Gever-riftientls-Netiefiel-Seetifity-Fegulatiens7

T-14s-infermetiefFffiey-lae-diselesed-enitwithin-the-Befenee-Depaftment-ef-tlie-reeipient-Gevefftnient;
exeept-es-etherwise-etithefited-by4lie-Ministfy-ef-Befenee-(Ar-my).

This information may be subject to privately owned rights.

T-141.8-1419€44MEN-T-IS-T-HE-RRGRER-11Y--GF-HER-BRITANNIG-MAK-SPPS-G0194ERNMEN-Trand-is-iestied
fer-t-lie-iiiferfnatien-ef-9bieli-persene-efily-es-fieeel-te+new-its-eentents-ki-the-eettr-se-ef-their--effreiel-deties7
Any-peFsen-finding-tliis-deetinient-s4ieutd-tienel-i4-ifi-te-a-BFitieh-fefees-ueit-ef-te-a-pekee-stetion-fer-its-safe
feterr-n-te-the-M4nistFy-ef--14efeneer(1413e#-Sy)-,--Main-BuilelifigTWIlitehall-L-endenTSW4A-244137-with-peFtiettlefs
ef-liew-aftel-wher-e-fetiftd=-THE-UNAY-T-14GRI•K-9-RE-T-EN-T4GN-GR-9ES-T-RYG-T-IGN-GF-T-H4S
DOCUMENT IS AN OFFENCE UNDER THE OFFICIAL SECRETS ACTS OF 1911 1989. (When
feleesed-te-persens-eutside-Geveffiffrent-sentieerthie-deemient-is-iesued-en-a-persenal-basis=-The
feeipient-te-whem-it-is-efitmeteel-in-eenfieleneerwit194n4lie-pfevisiens-ef-the-Offieiel-SeeFets-Aets-1-94-1--
49497-1s-per-seneRy-respeftsilale-fef-its-sefe-eusteelenel-fer--seeing-tliat-its-eentents-er-e-dieetesed-enly-te
eutliefizeel-i3efsens7)

© CROWN COPYRIGHT RESERVED

Page (ii) Mar 09

ARMY EQUIPMENT 2300-A-310-201
SUPPORT PUBLICATION 2nd Edition
AMENDMENT RECORD

Amdt Incorporated Date Amdt Incorporated Date

No. By (Signature) No. By (Signature)
1 32
2 33
3 34
4 35
5 36
•
6 37
7 38
8 39
9 40
10 41
11 42
12 43
13 44
14 45
15 46
16 47
17 48
18 49
19 50
20 51
21 52
22 53
23 54
24 55
. 25 56
26 57
27 58
28 59
29 60
30 61
31 62

Mar 09 Page (iii)/(iv)

2300-A-310-201 ARMY EQUIPMENT
SUPPORT PUBLICATION

Page (iv) Mar 09

ARMY EQUIPMENT 2300-A-310-201
SUPPORT PUBLICATION

CONTENTS

PRELIMINARY MATERIAL Page

Front cover (title page) (I)

CONDITIONS OF RELEASE (ii)
AMENDMENT RECORD (iii)/(iv)
CONTENTS (this list) (v)
PREFACE (vi)
Introduction (vi)
Related and associated publications (vi)
Related publications (vi)
Associated publications (vii)/(viii)
COMMENT(S) ON AESP* Final leaf

Para

1 Introduction
2 Applicability
Standard commercial cars saloon, cars utility, coaches and vans
3 Wax injection and underbody protection
4 Manufacturer's bodywork anti-perforation/ corrosion warranties
Large goods vehicles, coaches and specialist vehicles
5 Vehicle chassis and sub-chassis
6 Coach bodies
7 Vehicle cabs
8 Specialist vehicle bodies
9 Lifting equipment superstructures, booms, masts and jibs
Trailers
10 Trailer chassis
11 Trailer bodies
12 Variations in examination and corrosion prevention procedures
Vehicle corrosion prevention procedures application of PX 28 (WARNINGS) (CAUTION)
13 Preparation
14 Spraying equipment
15 Vehicle cabs
16 Specialist vehicles, trailers and bodies

Fig Page

1 Examples of enclosed box sections to be found at the front and sides of a vehicle cab/body Error!
Bookmark not defined.
2 Examples of box sections to be found on a cab door 6
3 Examples of box sections to be found at the rear of a cab 6
4 Examples of box sections to be found on the underside/floor of a vehicle cab 7

Annex A — Vehicle bodywork warranty examination form

Fig

5 Example of light/medium vehicle body A-1

Table

1 Record of bodywork defects A-2

Mar 09 Page (v)

2300-A-310-201 ARMY EQUIPMENT
SUPPORT PUBLICATION

PREFACE
Sponsor: DG S and E
File Ref: SE Land WIP\430\11\
Pubs\Contract\AESP\
310-201

Publication Authority: DES SE Land-EP-PC1

INTRODUCTION

1 Any comments by service users on this publication should be forwarded through the channels
prescribed in Army Equipment Support Publication (AESP) 0100-P-011-013. An AESP Form 10 is
provided at the end of this publication; it should be photocopied and used for forwarding comments on this
AESP.

2 AESPs are issued under UK MOD authority and where AESPs specify action is to be taken, the
AESP will of itself be sufficient authority for such action and also for the demanding of the necessary
stores, subject to the provisions of Para 3 below.

3 The subject matter of this publication may be affected by Defence Instructions and Notices (DINs),
Standard Operating Procedures (SOPs) or by local regulations. When any such instruction, Order or
Regulation contradicts any portion of this publication it is to be taken as the overriding authority.

RELATED AND ASSOCIATED PUBLICATIONS

Related publications

4 The Octad for the subject equipment consists of the publications shown opposite. All references are
prefixed with the first eight digits of this publication. The availability of the publications can be checked by
reference to the relevant Group Index (see AESP 0100-A-001-013).

Page (vi) Mar 09

ARMY EQUIPMENT 2300-A-310-201
SUPPORT PUBLICATION

Category/Sub-category Information Level

1 2 3 4
Unit Field Base
User/Operator Maintenance Maintenance Maintenance
0 Purpose and Planning Information * * * *
1
1 Equipment Support Policy Directive * * * *
0 Operating Information * *
2 1 Aide Memoirs * * *
2 Training Aids * • * *
3 Technical Description * * * *
1 Installation Instructions * * *
4
2 Preparation for Special Environments * *
1 Failure Diagnosis * * *
2 `Maintenance Instructions * *
5
3 Inspection Standards * * * *
4 Calibration Procedures * *
6 Maintenance Schedules * * *
1 Illustrated Parts Catalogues * * *
2 Commercial Parts Lists * * *
3 Complete Equipment Schedule, Production * * *
7 Complete Equipment Schedule. Service
4 * * *
Edition (Simple Equipment)
Complete Equipment Schedule, Service * * * *
5
Edition (Complex Equipment)
1 Modification Instructions * * *
General Instructions, Special Technical
2 * * * *
8 Instructions and Servicing Instructions
Service Engineered Modification Instructions
3 * * * *
(RAF only)
*Category/sub-category not published.

Associated publications

5 Reference Title

JSP 375 MOD Health and Safety Handbook

JSP 437 Personal Protective Equipment Catalogue
JSP 515 Hazardous Stores Information System
JSP 800 Defence Movements and Transportation Regulations Vol 5
EMER T & M A 028 Chap 150 General Principles of Quality Assessment of Vehicles
AESP 0200-A-100-013 Mandatory Equipment Inspection (MEI)
Vehicle Inspectorate Heavy Goods Vehicle Inspection Manual
Vehicle Inspectorate Public Service Vehicle Inspection Manual
Vehicle Inspectorate Car and Light ComMercial Vehicle Testing Manual
AESP Octad For specific vehicle as necessary

Mar 09 Page (vii)/(viii)

2300-A-310-201 ARMY EQUIPMENT
SUPPORT PUBLICATION

WARNINGS AND CAUTIONS

6 WARNINGS

VEHICLE CORROSION PREVENTION PROCEDURES APPLICATION OF PX 28

(1) HEALTH HAZARD. PERSONNEL SPRAYING PX 28 ARE TO WEAR THE APPROPRIATE

PROTECTIVE CLOTHING AND RESPIRATOR/BREATHING EQUIPMENT IN ACCORDANCE
WITH MANUFACTURERS SAFETY DATA SHEETS AND/OR JSP 437.

(2) HEALTH HAZARD. PERSONNEL ARE TO BE CONVERSANT WITH THE HEALTH

HAZARDS AND SAFETY PRECAUTIONS CONTAINED ON THE SAFETY DATA SHEET PRIOR
TO SPRAYING PX 28.

(3) HEALTH HAZARD. APPLICATION OF PX 28 IS TO BE CARRIED OUT IN VEHICLE

SPRAY BAYS/BOOTHS WITH BUILT IN EXTRACTION FACILITIES OR IN DESIGNATED AREAS
AS APPROVED BY LOCAL HEALTH ANS SAFETY MANAGEMENT, IN ACCORDANCE WITH
REGULATIONS LAID DOWN UNDER THE H AND SW ACT 1974 AND LOCAL FIRE ORDERS.

(4) FIRE HAZARD. AFTER SPRAYING PX 28 IN/ONTO A VEHICLE THE VEHICLE IS NOT
TO BE USED/DRIVEN FOR AT LEAST FOUR HOURS. IDEALLY THE VEHICLE SHOULD BE
LEFT INSIDE THE SPRAY BAY OVERNIGHT TO ALLOW THE PX 28 TO DRY OFF.

7 CAUTIONS

(1) MASKING. Where necessary and before spraying, mask off any brake components,
electrical wiring, plastic pipes/hoses and mechanical linkages etc.

Page (viii) Mar 09

ARMY EQUIPMENT 2300-A-310-201
SUPPORT PUBLICATION -

INTRODUCTION

1 This AESP details the corrosion prevention procedures to be carried out on green fleet B vehicles
used in the Services as called for routinely in individual vehicle AESP Category 6 Maintenance Schedules
or after any rectification work as necessary. Unit personnel carrying out either routine maintenance or
rectification work are to ensure that any corrosion found is removed, using the appropriate equipment and
complying with relevant safety precautions as necessary, before repainting or treating of affected areas.
This AESP also gives details on the application of PX 28 to vehicles as a corrosion prevention measure.
PX 28 is to be applied to vehicle types listed in this AESP by a specialist Painter and Finisher (P&F) MOD
civilian or contract tradesmen in an authorised specialist vehicle spray bay/booth.

APPLICABILITY

2 This AESP applies to all green fleet B vehicles. Green fleet vehicles are those maintained in-
house. Dual role vehicles, e.g. Ambulance Role Coaches, EOD vans etc, will remain an in-service
responsibility. As a guideline, any vehicle with letters NB as part of the Equipment Asset Code shall be
subject to in-service/contract corrosion prevention. In instances where cabs or bodies are manufactured
from non - metallic materials, (fibre glass, plastic etc) whilst corrosion is not likely to effect these
components, they should still be examined where they contribute to the overall strength of the vehicle. All
metallic supporting framework, box sections and attachments should be treated as necessary.

STANDARD COMMERCIAL CARS SALOON, CARS UTILITY, COACHES AND VANS

Wax injection and underbody protection.

3 Modern vehicles have wax injection of hollow body sections and underbody protection applied
during manufacture. The re-application of wax injection or underbody protection is not necessary for
variants of cars saloon, cars utility, coaches small, ambulances and vans, unless specifically called for in
the vehicle's AESP Category 6.

Manufacturer's bodywork anti-perforation/ corrosion warranties

4 Most light and medium vehicles are covered by a manufacturer's bodywork anti-
perforation/corrosion warranty, usually for a period of six years. A condition of these warranties is that the
bodywork must be examined annually for damage/ corrosion. For most Service vehicles, this examination
can be carried out by a REME tradesman /MT Technician (RAF) or civilian equivalent. A bodywork
warranty examination form has been compiled for recording these examinations and is reproduced at
Annex A to this AESP. Rectification of any damage found on the paintwork/underbody protection, during
the warranty period, is to be carried out by a manufacturer's recognised local dealer for the vehicle type.
For vehicles located in remote areas overseas, where it is not feasible for it to be returned to a
manufacturer's local agent, the warranty terms cannot be complied with and rectification necessary should
be carried out by the unit. The warranties normally cover corrosion that perforates a panel from the inside
as a result of defective materials or workmanship. They do not cover corrosion that has resulted from
damage to exterior paintwork or underbody protection from exterior sources. Once a vehicle's bodywork
warranty has expired, the annual examination of the body is still to be carried out. However, any
rectification work is to be carried out at unit level where possible.

LARGE GOODS VEHICLES, COACHES AND SPECIALIST VEHICLES

Vehicle chassis and sub-chassis.

5 The vehicle chassis and sub-chassis is to be examined annually for surface corrosion. If corrosion
is found, it is to be removed and the area repainted. Minor corrosion can be mechanically removed and
the affected area repainted by the user/MT Mech/Tech (RAF) taking advice as necessary from REME
tradesmen, (P&F) MOD civilian or contract tradesmen. Heavy chassis corrosion should be removed and
the affected area treated then repainted by (P&F) MOD civilian or contract tradesmen or at 2nd or 3rd line
as necessary.

Mar 09 Page 1
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Coach bodies.

6 Coach bodies are constructed with a steel or alloy frame, mounted onto the vehicle chassis or
sub-chassis. The frames are covered with painted aluminium and fibre-glass exterior panels. The frame is
normally wax-injected during vehicle manufacture and it is not necessary to re-apply during the life of the
vehicle. Coach bodies and their frames are to be examined annually for corrosion. Any minor corrosion
found is to be removed and the area repainted. Heavy corrosion is to be removed and the affected area
treated then repainted by (P&F) MOD civilian or contract tradesmen or at 2nd or 3rd line as necessary.

Vehicle cabs.

7 All vehicle cabs are to have the following examination/corrosion prevention measures carried out:

7.1 The exterior of the cab, including the underside, is to be cleaned and examined annually for
damage to the paintwork and for corrosion. Any damage to the paintwork is to be rectified
immediately and any corrosion is to be removed and the area retreated/repainted. In instances where
cabs or bodies are manufactured from non - metallic materials, fibre glass, plastic, etc whilst
corrosion is not likely to effect these components, they should still be examined where they
contribute to the overall strength of the vehicle. All metallic supporting framework, box sections and
attachments should be treated as necessary.

7.2 At the 1st maintenance interval, as called for in the respective AESP Category 6
Maintenance Schedule, the cab is to be examined to ascertain that box sections and the underside of
the floor pan have been sprayed with manufacturer's corrosion preventative compound (CPC). If the
cab has been treated and the CPC is in good condition then record this fact in the Vehicle document
FMT 1004 within the FMT1000 series for both Army and RAF. If the cab has not been sprayed with
a CPC or the covering is found to be inadequate, then PX 28, NSN 8030-99-657-7708 is to be
sprayed into all hollow box sections, inside doors and on the underside of the floor pan where no
underbody protection exists. This application of PX 28 should be carried out by REME tradesmen or
(P&F) MOD civilian or contract tradesmen or at 2nd or 3rd line as necessary, and recorded in the AB
562 (Army) or on STAMA and the vehicle record card (4870) (RAF). Information on applying PX 28 is
at Paras 13 to 16.

Specialist vehicle bodies.

8 The following examination and corrosion prevention measures are to be carried out on the bodies of
specialist vehicles:

8.1 Interior and exterior bodywork and any supporting framework is to be cleaned and examined
annually for damage to paintwork and for corrosion. If any damage or corrosion is found it is to be
rectified immediately.

8.2 At the 1st maintenance interval, as called for in the respective vehicle AESP Category 6
Maintenance Schedule, the bodywork is to be examined to ascertain that box sections and panels on
the underside or in hidden/non-cosmetic areas have been sprayed with manufacturer's CPC. If the
body has been treated and the compound is in good condition, then record this fact in the Vehicle
document FMT 1004 within the FMT1000 series for both Army and RAF. If the body has not been
sprayed with a CPC, or the covering is found to be inadequate, then PX 28 is to be sprayed into all
hollow box sections and onto unprotected panels on the underside or in hidden/non-cosmetic areas
of the body. This application of PX 28 should be carried out by REME tradesmen or (P&F) MOD
civilian or contract tradesmen at 2nd or 3rd line as necessary, and recorded in the Vehicle document
FMT 1004 within the FMT1000 series for both Army and RAF. Information on the application of PX
28 is given in this AESP.

Lifting equipment superstructures, booms, masts and jibs.

9 Superstructures, booms, masts and jibs of all lifting equipment are to be examined annually for
damage to paintwork and for corrosion. Minor corrosion can be mechanically removed/repainted by the
user/MT Mech/Tech (RAF), taking advice as necessary from REME tradesmen or (P&F) MOD civilian or
contract tradesmen. Heavy corrosion should be removed, and the affected area treated then repainted by
(P&F) MOD civilian or contract tradesmen or at 2nd or 3rd line as necessary.

Page 2 Mar 09
ARMY EQUIPMENT 2300-A-310-201
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TRAILERS

Trailer chassis.

10 Trailer chassis and sub-chassis are to be examined as per Para 0.

Trailer bodies.

11 The bodies of trailers are to be examined as follows:

11.1 Annually, bodywork and any supporting framework is to be examined for corrosion and
damage to the paintwork. Any damage or corrosion found is to be rectified immediately.

11.2 The body is to be examined and treated with PX 28 if necessary as per Para 8.2

VARIATIONS IN EXAMINATION AND CORROSION PREVENTION PROCEDURES

12 Any variations to the procedures listed in this AESP, required to comply with manufacturer's warranty
conditions, will be identified in individual vehicles manufacturer's literature or AESP

Category 6 Maintenance Schedules as applicable. When new panels or repaired sections of a vehicle
cab/body are fitted, the internal surface of the panels/ box sections are to be sprayed with PX 28 prior to
the vehicle being returned to use.

VEHICLE CORROSION PREVENTION PROCEDURES APPLICATION OF PX 28

WARNINGS

(5) HEALTH HAZARD. PERSONNEL SPRAYING PX 28 ARE TO WEAR THE APPROPRIATE

PROTECTIVE CLOTHING AND RESPIRATOR/BREATHING EQUIPMENT IN ACCORDANCE
WITH MANUFACTURERS SAFETY DATA SHEETS AND/OR JSP 437

(6) HEALTH HAZARD. PERSONNEL ARE TO BE CONVERSANT WITH THE HEALTH

HAZARDS AND SAFETY PRECAUTIONS CONTAINED ON THE SAFETY DATA SHEET PRIOR
TO SPRAYING PX 28.

(7) HEALTH HAZARD. APPLICATION OF PX 28 IS TO BE CARRIED OUT IN VEHICLE

SPRAY BAYS/BOOTHS WITH BUILT IN EXTRACTION FACILITIES OR IN DESIGNATED AREAS
AS APPROVED BY LOCAL HEALTH ANS SAFETY MANAGEMENT, IN ACCORDANCE WITH
REGULATIONS LAID DOWN UNDER THE H AND SW ACT 1974 AND LOCAL FIRE ORDERS.

(8) FIRE HAZARD. AFTER SPRAYING PX 28 IN/ONTO A VEHICLE THE VEHICLE IS NOT
TO BE USED/DRIVEN FOR AT LEAST FOUR HOURS. IDEALLY THE VEHICLE SHOULD BE
LEFT INSIDE THE SPRAY BAY OVERNIGHT TO ALLOW THE PX 28 TO DRY OFF.

CAUTION

(1) MASKING. Where necessary and before spraying, mask off any brake components,
electrical wiring, plastic pipes/hoses and mechanical linkages etc.

Preparation.

13 Prior to the application of PX 28, the underside of the vehicle must be thoroughly power cleaned and
dried. To enable PX 28 to be sprayed it must be warmed, by decanting a quantity into a container and
placing the container in hot water. PX 28 should not normally be thinned. However, in cold climates or
conditions where it is impossible to spray without dilution, it is permissible to thin the PX 28 with up to a
maximum of 20% white spirit. The spray pattern/coverage from the spray gun/nozzles being used should
be checked by spraying into a cardboard box prior to treating a vehicle.

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Spraying equipment

14 The following equipment is to be used to spray PX 28:

14.1 Enclosed box sections. A spray gun, with rigid and flexible nozzle extension lances should
be used. These should be available at authorised vehicle spray booths/bays with kits consisting of:

14.1.1 Spray gun.

14.1.2 Long rigid extension lance 1100 x 8 mm (metal) giving 360 degrees spray at right
angles from the lance.

14.1.3 Flexible nylon extension hose 1300 x 8 mm giving 360 degrees spray at right
angles to the hose end.

14.1.4 Rigid hook nozzle 300 x 4 mm giving a forward spray. The air supply to this spray
gun should be regulated to between 3 - 6 bar (40-80 lbf/in2).

14.2 Open panels. A high volume low pressure (HVLP) type spray gun must be used whenever
PX 28 is sprayed onto open panels (in accordance with EC Volatile Organic Compound Regulations).
HVLP spray guns are available under Section, Ref numbers 4940-99-915-3666 and 4940-99-225-
5425. These are only available to authorised vehicle spray booths/bays

Vehicle cabs.

15 The following procedures are to be followed:

15.1 Cab preparation. Before treatment, the cab interior trims and door trims should be removed
as necessary by a REME tradesman or MT Mech/Tech (RAF) or civilian equivalent, to give access to
any box sections. The instrument panel/dashboard headlining need not be removed. Remove any
loose material/dust from inside the cab/panels as necessary using a vacuum cleaner. Most box
sections will have manufacturer's holes to facilitate spraying. Any box sections that do not have
suitable access are to have 10 mm diameter holes drilled by a REME tradesman or MT Mech/Tech
(RAF) or civilian equivalent as follows:

15.1.1 On long vertical box sections, 2 holes should be drilled, one approximately a third
of the way up and the other, two thirds.

15.1.2 On short vertical sections, a single hole should be drilled midway.

15.1.3 On horizontal or diagonal sections, holes should be drilled at approximately 900

mm intervals.

Any holes drilled in box sections should be in non-cosmetic areas, for example on the inside or
underside of the cab or in areas that are normally covered by a trim panel. Bare metal created by the
drilling of extra holes is to be painted prior to the application of PX 28. After application of the PX 28
these additional holes are to be plugged using grommets (NSN 6MT 5340-99-810-8172), or
equivalent.

15.2 Application.The shaded areas marked on Error! Reference source not found. to Fig 4,
give representative examples of the box sections of a vehicle cab to be treated with PX 28. When the
rigid and flexible extension lances are used, they should be fully inserted into the box section/panel
and then slowly withdrawn with the spray gun trigger fully applied. When using the hook nozzle, the
nozzle end should be inserted into the panel/section and directed at the area to be treated with the
spray gun trigger fully applied. The cab should be treated in separate areas as follows:

15.2.1 Cab front. Raise the cab front grille and identify all box sections to be treated.
Remove plugs/grommets from box section access holes. Spray PX 28 into all box sections
using a flexible nozzle extension or hook nozzle as necessary. Refit plugs/grommets.

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15.2.2 Cab sides. Open the cab doors, locate box sections and remove any plastic
plugs/grommets from existing manufacturer's holes. PX 28 should be sprayed into ail the box
sections using the rigid or flexible nozzle extension. Refit plastic plugs/grommets to holes as
necessary.

15.2.3 Cab doors. Open cab doors and ensure the windows are raised. Spray PX 28 up
into the box section window frames, using the rigid and flexible nozzle extensions as
necessary. Using the hook nozzle extension, spray PX 28 inside the door cavity below the
window frames, paying particular attention to all welded and folded joints and strengtheners
in contact with the outer skin.

Fig 1 Examples of enclosed box sections to be found at the front and sides of a vehicle cab/body

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Fig 2 Examples of box sections to be found on a cab door

15.2.4 Cab rear. Identify all box sections on the cab rear and remove any
plugs/grommets from access holes. Spray PX 28 into all box sections, using the rigid and
flexible nozzle extensions as necessary through all available holes. Refit plugs/grommets.

Fig 3 Examples of box sections to be found at the rear of a cab

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15.2.5 Cab underside/floor Tilt the cab, identify all enclosed box sections on the cab floor
and remove any plugs/grommets from access holes. Spray PX 28 into the box sections
using the rigid and flexible nozzle extensions as necessary, through all access holes. Refit
plugs/grommets. Spray any panels on the underside of the cab floor that are not coated with
underbody sealant with PX 28, using a HVLP spray gun and lower the cab. From inside the
cab, spray PX 28 into any box sections that have not been treated. After spraying PX 28,
ensure that all manufacturer's drainage holes on the vehicle are clear.

Fig 4 Examples of box sections to be found on the underside/floor of a vehicle cab

Specialist vehicles, trailers and bodies

16 The following procedures are to be followed when applying PX 28 to specialist vehicles, trailers and
bodies:

16.1 Preparation. Any loose equipment should be removed and stowed away from the vehicle. If
necessary, trim panels should be removed by a REME tradesman or MT Mech/Tech (RAF) or civilian
equivalent to give access to areas that require spraying. Examine the body structure of the vehicle or
trailer and note the position of any enclosed box sections and whether there are sufficient access
holes. Any box sections that do not have sufficient access holes are to have 10 mm diameter holes
drilled in accordance with Para 15. Note the position of any unprotected aluminium panels on the
underside. If necessary, mask up electrical wiring, brake components, plastic pipes/hoses and
mechanical linkages adjacent to open panels that are to be sprayed. of the vehicle and in hidden
non-cosmetic areas, particularly where they are in contact with steel supporting frames/structures.
Remove any loose material or dust with a vacuum cleaner.

16.2 Application. Remove any plugs/grommets and spray PX 28 into all steel enclosed box
sections using a spray gun with rigid or flexible extension lance as necessary. The interior surfaces
of door cavities are to be sprayed using the hook nozzle extension. The interior surfaces of any
hidden/non-cosmetic steel sheet or aluminium sheet body panels and any unprotected aluminium or
steel panels on the underside of the vehicle, are to be sprayed using a HVLP spray gun. Particular
attention should be paid to all welded and folded joints and strengtheners supporting frames in
contact with the outer skin. After spraying, ensure that any manufacturer's drainage holes are clear.
Refit plugs/grommets.

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ANNEX A

VEHICLE BODYWORK WARRANTY

EXAMINATION FORM

Fig Page

1 Example of light/medium vehicle body 2

Table Page

1 Record of bodywork defects 4

Annex A
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ANNEX A

VEHICLE BODYWORK WARRANTY EXAMINATION FORM

NOTES

(9) This form is to be photocopied and used to record in-house vehicle bodywork warranty
examinations on light/medium vehicles.

(10) The Figure below shows a representative example of a light/medium vehicle body with
panels to be examined.

(11) Any damaged bodyworldpaintwork found during the examination is to be recorded in Table
1, for example stone chips on the bonnet should be recorded with the words 'stone chips' against
Serial 2. A dent on the front 1 .h. wing would be recorded with the word 'dent' against Serial 4.

(12) If damaged bodywork/paintwork is found, arrangements to get the damage repaired should
be initiated as soon as possible.

(13) The completion of the bodywork examination should be documented on this form by using
the unit stamp and signature by the MT WO/SNCO or MT TECH NCO.

(14) The form is to be retained with the vehicles Vehicle document FMT 1004 within the FMT
1000 series/maintenance documents for the duration of the vehicle's bodywork warranty - normally
six years from the date into service.

6 3
7

8 13

Fig 5 Example of light/medium vehicle body

Annex A
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TABLE 1 RECORD OF BODYWORK DEFECTS

Serial Body Area Comments

1 Front PanelNalance
2 Bonnet
3 Windscreen Surround
4 LH Front Wing
5 RH Front Wing
6 Roof
7 LH Front Door
8 Sills
9 RH Front Door
10 RH Rear Wing/Bodyside Panel
11 Boot/Tailgate/Rear Door(s)
12 Rear PanelNalance
13 Floor Pan
14 Chassis Legs/Crossmembers
15 Front and Rear Wheel Arches
16 Miscellaneous Body Panels
17
18
19

EAC: REGISTRATION NO:

VEHICLE TYPE VEHICLE MILEAGE:

UNIT STAMP: SIGNATURE:

If required this form should be adapted locally and used on Large Goods Vehicles, Coaches and Trailers.

Annex A
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COMMENT(S) ON AESP*

To: FRACAS BFPO 794 From:

Senders Reference BIN Number Date

AESP Title: B VEHICLE CORROSION PREVENTION - TECHNICAL DESCRIPTION

Chapter(s)/Instruction Page(s)/Paragraph(s)

If you require more space please use the reverse of this form or a separate piece of paper.
Comment(s):

Signed: Telephone No.:

Name(Capitals): Rank/Grade: Date:

x
FOR AESP* SPONSOR USE ONLY

TO: FROM:

Thank you for commenting on AESP*: 2300-A-310-201

Your reference: Dated:

Action is being taken to: Tick Tick

Issue a revised/amended AESP* . Under investigation
Incorporate comment(s) in future amendments No action required
Remarks

Signed: Telephone No.:

Name(Capitals): Rank/Grade: Date:

* AESP or EMER

Final leaf
ARMY EQUIPMENT OFFICIAL 2300-A-600-013
SUPPORT PUBLICATION 6th Edition July 2017
Superseding 5th Edition March 2012

Ministry
of Defence
WATERPROOFING REGULATIONS
VEHICLES AND EQUIPMENT

Sponsored for use in the

UNITED KINGDOM MINISTRY OF DEFENCE
AND ARMED FORCES
By

DES LE PEng-Eng

Publication Authority
11 Amphibious Trials and Training Squadron
1 Assault Group Royal Marines
N5612A

OFFICIAL Page (i)

2300-A-600-013 OFFIGIA6 ARMY EQUIPMENT
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This information may be subject to privately owned rights.

© CROWN COPYRIGHT RESERVED

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SUPPORT PUBLICATION. 6th Edition July 2017
Superseding 5th Edition March 2012
AMENDMENT RECORD

Amdt Incorporated By Date Amdt Incorporated By Date

No. (Signature) No. (Signature)
1 32

2 33

3 34

4 35

5 36

6 37

7 38

8 39

9 40

10 • 41

11 42

12 43

13 44

14 45

15 46

16 47

17 48

18 49

19 50

20 51

21 52

22 53

23 54

24 55

25 56

26 57

27 58

28 59

29 60

30 61

31 62

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CONTENTS

PRELIMINARY MATERIAL Page

Front cover (title page) (i)

Conditions of release (ii)
Amendment record (iii)
Contents (this list) (v)
Preface (vi)
Introduction (vi)
Amendments (vi)
Related and associated publications (vi)
Abbreviations (vii)
COMMENT(S) ON AESP Final leaf

POLICY AND PROCEDURES

Chapter

1 Waterproofing aspects of amphibious operations

2 Waterproofing materials and their usage
3 Waterproofing and its effects on servicing and repair
4 Driving of waterproofed equipment and beach recovery
5 Treatment of drowned vehicles after recovery

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PREFACE

Sponsor: DES LE PEng-Eng

Project Number: LE029
File Ref: PfMO/PEng/17/069
Publication Authority: 11 Amphibious Trials and
Training Squadron
INTRODUCTION

1 Service users should forward any comments on this publication through the channels prescribed in
Army Equipment Support Publication (AESP) 0100-P-011-013. An AESP Form 10 is provided at the end
of this publication; it may be photocopied and used for forwarding comments on this AESP, if unable to
send electronically. An electronic Form 10 can be found on TDOL and JAMES, this is the preferred
method of submitting Form 10s.

2 The AESP Form 10 in this publication is Unclassified. Where comments made are of a classified
nature, the completed form is to be annotated with the appropriate Protective Marking. Security
procedures are to be observed in accordance with Joint Services Publication (JSP) 440.

3 This procedure is only to be used for the purpose of commenting on the content of an individual
AESP and must not be used In place of the equipment defect reporting procedure as outlined in the
Defence Logistic Framework (DLF).

4 Where AESPs specify action to be taken, the AESP will be itself sufficient authority for such action
and also for the demand of the necessary stores, subject to provisions of Para 6.

5 The subject matter of this publication may be affected by Defence Instructions and Notices (DINs),
Standard Operating Procedures (SOPs) or by local regulations. When any such Instruction, Order or
regulation contradicts any portion of this publication, it is to be taken as the overriding authority.

AMENDMENTS

6 New or amended material will be indicated by vertical margin lines to show the extent of the
amendment in accordance with AESP 0100-P-009-013.

RELATED AND ASSOCIATED PUBLICATIONS

7 The associated publications are as follows:

Reference Title

DEFENCE STANDARD 00-006 Fording and Flotation Requirements for Combat and Support
Ground Vehicles. Information: www.dstan.mod.uk

STANAG 2805 Fording and Flotation Requirements for Combat and Support
Ground Vehicles. Information: www.dstan.mod.uk

BR 6600 Control of Substances Hazardous to Health Regulations

(COSHH). Information: www.hse.gov.uk/coshh

JSP 515 Hazardous Stores Information System 2 (HSIS 2).

Information: www.transvortsafetv.dii.r.mil.uk

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ABBREVIATIONS

Abbreviation Nomenclature

1 AGRM 1 Assault Group Royal Marines

3 Cdo Bde RM 3 Commando Brigade Royal Marines
11(ATT) Sqn 11 Amphibious Trials and Training Squadron

ABU Amphibious Beach Unit

AESP Army Equipment Support Publication

BR Book of Reference
BRV Beach Recovery Vehicle

CES Complete Equipment Schedule

CINCFLEET Commander In Chief Fleet
COSHH Control Of Substances Hazardous to Health
CST Close Support Tanker

DE&S Defence Equipment and Support

DR TDoL Design Repository Technical Documents on Line
DROPS De-mountable Rack Offload and Pickup System
DSDA Defence Storage and Distribution Agency
DSEME Defence School of Electrical and Mechanical Engineers
DST Defence School of Transport
DVP Drowned Vehicle Park

EAC Equipment Asset Code

EFR Equipment Failure Report
ES Equipment Support

FEPS Field Electrical Power Supplies

FFR Fitted For Radio
FRACAS Failure Reporting And Corrective Action System
ft Feet

GS General Service
GW Guided Weapon

HQ 3 Cdo Bde RM Headquarters 3 Commando Brigade Royal Marines

IMM Improved Medium Mobility

In. inch

(continued)

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• ABBREVIATIONS (continued)

Abbreviation Nomenclature
JNCO Junior Non-Commissioned Officer
JSP Joint Service Publication

Km/h Kilometres an hour

LCU Landing Craft Utility

LCVP Landing Craft Vehicle Personnel
LPD Landing Platform Dock
LSD Landing Ship Dock

m meter
mm millimetre
MM Medium Mobility
MMLC Medium Mobility Load Carrier
mph Miles per hour
MTO Motor Transport Officer

NATO North Atlantic Treaty Organisation

NSN NATO Stock Number

PT Project Team
PVC Polyvinyl Chloride

RA Royal Artillery
REME Royal Electrical Mechanical Engineers
RLC Royal Logistic Corps

SNCO Senior Non-Commissioned Officer

SOP Standard Operating Procedure
SRD System Requirements Document
STANAG NATO Standardization Agreement
SITE Special Tools and Test Equipment
SV Support Vehicle

TAR Tactical Aircraft Refueller

TBC To Be Confirmed
TCV Troop Carrying Vehicle
TES TI Technical Enabling Services - Technical Information
TUL Truck Utility Light
TUM Truck Utility Medium

UST Unit Support Tanker

(continued)

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ABBREVIATIONS (continued)

Abbreviation Nomenclature

VM Vehicle Mechanic

WMIK Weapons Mount Installation Kit

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CHAPTER 1

WATERPROOFING ASPECTS OF AMPHIBIOUS OPERATIONS

CONTENTS

Para

Introduction
1 Operational requirement
4 Aim
Technical aspects of waterproofing
5 Waterproofing standards
6 Unprepared Fording
7 Unprepared Fording depths
8 Prepared Fording
9 Prepared Fording depths
12 Readiness to operate after fording
14 Tactical considerations
15 Drowned Vehicle Parks
16 Recovery
Detailed technical considerations
17 Kit waterproofing, semi-permanent
19 Stage 'A' waterproofing (CAUTION)
20 Stage 'B' waterproofing
21 Stage 'C' de-waterproofing
22 Stage 'D' de-waterproofing
25 Training
29 Technical services
General related matters
31 Beaches
33 Loading and stowage
34 Prepared Fording cycle
35 Waterproofed equipment markings

Table Page

1 Semi-permanent waterproofing equipment markings 10

2 Semi-permanent waterproofing stages (A-D) 11
3 LCU Mk 10 Beaching 15
4 Vehicles unsuitable for fording 16
5 Vehicles and equipment waterproofing kits 16

Fig Page

1 Prepared Fording Cycle 9

2 Waterproofed equipment markings 10

Chap 1
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INTRODUCTION

Operational requirement

1 During the types of operation listed below, it is essential for equipment to be able to ford fresh and
sea water gaps and retain an ability to fight during or soon after the crossing:

1.1 Opposed and unopposed water crossings.

1.2 Seaborne landings.

1.3 Fighting in marshy or tidal areas.

1.4 Fighting and/or movement in areas (particularly those below sea or river level) exposed to
flash floods or enemy released flood waters.

2 Service equipment has the ability to ford without preparation at a depth determined by their
construction. In the case of equipment where this depth is insufficient to enable them to carry out the
operational requirement at Para 1.1 to 1.4, it is necessary to have a facility to waterproof this equipment.

3 Equipments may gain the ability to ford without detriment to their operational performance in three
ways:

3.1 MOD System Requirements Document (SRD) ensures equipment design meets minimum
fording category (Unprepared Fording).

3.2 By fitting a permanent waterproofing installation (Unprepared Fording).

3.3 By having a special waterproofing kit applied to the equipment before fording (Prepared
Fording).

Aim

4 The aim of this Army Equipment Support Publication (AESP) is to assist HQ's staff, Equipment
Support (ES) staff and personnel engaged in amphibious activities, to gain an understanding of the
technical aspects of waterproofing.

TECHNICAL ASPECTS OF WATERPROOFING

Waterproofing standards

5 The Defence Standard 00-006 titled 'Fording and Flotation Requirements for Combat and Support
Ground Vehicles' contains the relevant standards for waterproofing and gives definitions as follows:

Unprepared Fording

6 The capability of a combat or support ground vehicle with its wheels or tracks in contact with the
ground, to negotiate a water obstacle without prior preparation. The use of built-in waterproofing will
increase the depth to which mobile equipment is capable of unprepared fording and may be necessary to
meet minimum fording requirements:

6.1 Ideally, Unprepared Fording should be possible without preparation but where preparation
cannot be avoided the time taken for this operation is not to exceed 5 minutes, in all conditions.
Preparation shall not involve fittings which are not part of the mobile equipment and shall be within
the capability of the crew using normal hand tools supplied as part of the usual tool kit, carried on the
mobile equipment.

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6.2 Mobile equipment is to be capable of Unprepared Fording continuously for up to 2 hours at a

ground speed of 8-13 km/h (5-8 mph). During fording the engines of self-propelled mobile equipment
must be capable of being stopped for up to 10 minutes and restarted. The equipment must be
capable of operating in reverse at its maximum fording depth

Unprepared Fording depths

7 The variety and complexity of mobile equipment now in service makes it impracticable to specify a
standard for Unprepared Fording depths. But the SRD for each equipment will state the depth required,
and the final specifications must state the agreed Unprepared Fording depth. Where possible the depth
required should be indicated by invoking one of the following categories:

7.1 Amphibious plant vehicles — 1500 mm (60 in.) pluS 500 mm (20 in.) splash height.

7.2 Heavy armoured fighting vehicles — 1500 mm (60 in.).

7.3 Light armoured vehicles and high mobility 'B' vehicles (payload over 4 tonne) — 1250 mm
(50 in.).

7.4 Other vehicles — 750 mm (30 in.).

Prepared Fording

8 The capability of a combat or support ground vehicle with its wheels or tracks in contact with the
ground, to negotiate a water obstacle by prior application of a special waterproofing kit. The incorporation
of some built-in waterproofing may simplify the waterproofing kit and have the added advantage of
increasing the Unprepared Fording depth.

Prepared Fording depths

9 The following combat and support ground vehicles, preferably with built-in waterproofing or by the
use of special waterproofing kits, shall be capable of Prepared Fording for 6 minutes continuous driving at
the depths indicated:

9.1 All vehicles, irrespective of size that are required for amphibious operational purposes —
1500 mm (60 in.) plus 500 mm (20 in.) splash height.

9.2 Trailed loads less than 1,500 mm in height could obviously be subject to complete immersion
if they do not float. Trailed loads should not float while being towed by a vehicle which itself is in the
water, and which is obtaining its traction by contact with the ground.

10 The 'fording depth' refers to the effective depth of water the vehicle equipment can negotiate
including ramp angle, wheel sink and wave height.

11 The waterproofing kits used to achieve these depths by Prepared Fording should be of a two stage,
semi-permanent design; Waterproofing Stage 'A' and Waterproofing Stage 'B'.

Readiness to operate after fording

12 Self-propelled equipment must be capable of completing its battlefield mission after very minor
servicing/removal of any special waterproofing kit. This servicing/removal should take no longer than 15
minutes to complete: To permit the equipment to clear the immediate beach area it is permissible for the
equipment to operate for a period of up to one hour after leaving the water.

13 Self-propelled and towed guns are to be capable of being brought into action immediately after any
fording equipment has been removed or stowed.

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Tactical considerations

14 Although waterproofing is essentially a `G3' staff requirement, it will be necessary for the staff to work
in close co-operation with the Defence Equipment & Support, Project Team (DE&S, PT) and 11
Amphibious Trials and Training Squadron, 1 Assault Group Royal Marines (11(ATT) Sqn, 1 AGRM) in
planning any activity which involves crossing a water gap. It may be that the basic Unprepared Fording
capabilities of the equipment involved is sufficient to allow crossings to be effected. This may well be the
case in flood conditions or certain ship to shore situations. However, where it is necessary to use
waterproofing kits to prepare equipment for Prepared Fording, the logistic services may be called upon as
follows:

14.1 DE&S PT. To provide the necessary waterproofing kits. The issue of such kits is controlled
by Defence Storage and Distribution Agency (DSDA), Bicester. Demands should be placed through
staff channels.

14.2 11(ATT) Sqn, 1 AGRM. To advise on the technical aspects of waterproofing kits including:

14.2.1 Whether it is necessary to waterproof. The depth of water to ford will determine
whether some or all of the equipment needs waterproofing.

14.2.2 Whether waterproofing kits have been designed for equipment required to cross
the water gap. It may be necessary to develop local ad hoc waterproofing systems, where
minor differences exist between actual equipment and the standard equipment for which the
waterproofing kits were designed.

14.2.3 The time factors and resources required to carry out the waterproofing task.

Drowned Vehicle Parks

15 During fording, it is likely that some equipment may fail in the water gap. It is necessary to effect
recovery of this equipment to a Drowned Vehicle Park (DVP) where they may be quickly made
battleworthy before deterioration, due to drowning, sets in. Standard Operating Procedures (SOPs) for the
organisation and control of DVPs is a 3 Commando Brigade Royal Marines (3 Cdo Bde RM) responsibility.
DVPs must be established according to the requirement. The ES staff at the HQ which is controlling the
amphibious operation is responsible for making the necessary arrangements for DVPs within their area.

Recovery

16 The extrication of a casualty in a water gap is a normal Royal Marines Assault Squadron
responsibility.

DETAILED TECHNICAL CONSIDERATIONS

Kit waterproofing, semi-permanent

17 The kit waterproofing semi-permanent is of a two stage design. Table 5 gives details of existing semi-
permanent kits and related installation times. The first stage (A) is a permanent modification which may be
incorporated in the build standard of the equipment or comprise of a modification kit. The second stage (B)
is a temporary modification kit which is applied immediately prior to Prepared Fording.

18 Waterproofing for Prepared Fording takes time; it requires good working conditions under cover and
technical support. The complete waterproofing of equipment would not normally take place at the point of
embarkation or river crossing because of the tactically unacceptable concentration of equipment in one
place over a long period of time. Refueling, maintenance and kit stowage are necessary after a long
journey; consequently waterproofing is broken down into various stages to avoid a concentration of
equipment at the point of departure.

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Stage 'A' waterproofing

CAUTION

EQUIPMENT DAMAGE. THE APPLICATION OF STAGE 'A' WATERPROOFING DOES NOT

IMPROVE THE FORDING CAPABILITY OF THE EQUIPMENT. THE EQUIPMENT MUST NOT BE
SUBJECTED TO ANY PREPARED FORDING REQUIREMENT UNTIL THE COMPLETION OF
FITTING THE STAGE 'B' WATERPROOFING KIT.

19 Stage 'A' waterproofing comprises the bulk of the work and is a permanent modification to the
equipment. This stage of waterproofing is achieved by one of the following methods:

19.1 Build standard modification. Stage 'A' waterproofing is included within the build standard of
the equipment by the manufacturer. The equipment is identified as a waterproofed variant by
Equipment Asset Code (EAC). Repair and maintenance is defined by the manufacturer in the
relevant categories of the AESP Octad for the equipment.

19.2 Stage 'A' modification kit. Alternatively when equipment is required for Prepared Fording
after coming into service, stage 'A' waterproofing is completed by the fitting of a modification kit to
AESP category 423. The AESP for fitting the kit is controlled and issued by the relevant DE&S PT for
the equipment. The AESP must be retained with the vehicle documents to assist in the maintenance
and repair of the waterproofing modifications. This kit is designed to be installed by unit tradesmen
at workshop level. The date of fitting this kit is to be recorded in the appropriate section of the vehicle
record book. There is no restriction on mileage after completion. The relevant categories of the
AESP Octad for the equipment will be amended to cover repair/maintenance of waterproofing
modifications. When stage 'A' waterproofing kit has been fitted for a period of twelve months, it must
be inspected annually by Senior Non-Commissioned Officer (SNCO) trained in the
repair/maintenance of waterproofed equipment.

Stage 'B' waterproofing

NOTE

Control of Substances Hazardous to Health (COSHH) items and compounds which have a shelf
storage life are not supplied with waterproofing kits. These items are listed in the AESP instructions
and are to be demanded separately by Units prior to undertaking waterproofing preparation.

20 The instructions for Stage 'B' waterproofing are controlled and issued by the appointed DE&S Project
Team (PT) for the equipment:

20.1 Technical instructions for waterproofing preparation are completed by one of the following
methods:

20.1.1 AESP Category 421 Waterproofing Instruction. Waterproofing preparation is

completed by the fitting of a modification kit to instructions contained within the AESP
Category 421 for the equipment.

20.1.2 AESP Category 201 ODerating Information. Alternatively waterproofing

preparation is contained within the Operating Information, AESP Category 201 for the
equipment.

20.2 The water roofing preparation is capable of being installed by a trained driver
using simple hand tools with a minimum of assistance from a Vehicle Mechanic
(VM). These are the final tasks before Prepared Fording. Stage 'B' should be completed as near to
the point of embarkation as possible and supplies of fuel, oil and lubricants must be available. After
completion of stage 'B', pre-ford vehicle running time should be restricted to 15 minutes. Final check
of vehicle waterproofing before disembarkation is essential. The waterproofing preparation
instructions must be retained by the vehicle crew as they contain all the information to complete the
de-waterproofing stages 'C 'and 'D'.

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20.3 Suitable protection from wind, rain and dust must be provided together with adequate
illumination for stage 'B' waterproofing. Sufficient working space must be allowed to complete the
waterproofing.

20.4 Full servicing facilities including washing down, fuel, oil and lubricants. (Fuel and oil tanks
are prepared at this stage). The equipment must be fully inspected before any waterproofing takes
place and any defects rectified. It is useless to ford equipment which is not in a fully serviceable
condition.

Stage 'C' de-waterproofing

21 Stage 'C' de-waterproofing tasks should take no longer than 15 minutes to complete. It is permissible
for the equipment to operate for a period of up to one hour after leaving the water before this stage is
completed. After completion of stage 'C' de-waterproofing, the equipment is capable of completing the
battlefield mission. The equipment can re-ford by completing the 'wet shod re-embarkation' instructions
contained within the AESP.

Stage 'D' de-waterproofing

22 Stage 'D' de-waterproofing, tasks which are completed at this stage depend on whether the vehicle is
to remain and operate on shore indefinitely or re-embark within a few days. Certain tasks may need to be
completed within 40 km (25 miles) from point of disembarkation if operationally possible. The remaining
tasks should be completed as soon as conditions permit before or after completion of the battlefield
mission. After stage 'D' is completed, the vehicle is capable of re-fording by repeating stage 'B'.

23 At stage 'D', it is desirable to have good supplies of fresh water for washing down and fuel, oil and
lubricants for draining and refilling any assemblies which have been contaminated.

24 Most waterproofing instructions call for workshop assistance for the completion of some of the tasks.
These are mainly the services of a Unit VM or electrician and can be completed with hand tools from a VM
tool kit. Units may be heavily involved in waterproofing their own equipment and it could be necessary to
call for additional ES from sources outside the force undergoing amphibious preparations. This especially
applies to adequate inspection and repair facilities before waterproofing.

Training

25 Training is essential for successful waterproofing and is the responsibility of the unit concerned. It
should cover as fully as possible the,following:

25.1 Waterproofing and de-waterproofing of vehicles and equipment.

25.2 Inspecting the integrity of the "Build Standard" waterproofing of vehicles and equipment.

25.3 Driver and Vehicle Mechanic (VM) training to cover:

25.3.1 Embarking and disembarking from a Landing Craft Utility (LCU). .

25.3.2 Driving in the sea to the maximum fording depth of the vehicle or equipment.

25.3.3 Practice in Drowned Vehicle Recovery techniques.

25.3.4 Driving on soft sand and negotiating difficult beach conditions.

25.4 Instruction of all personnel. in beach organisation covering particularly, details of beach
recovery, traffic control, Drowned Vehicle Procedure and post ford servicing. The above techniques
should be practiced regularly in benign conditions and within the weather and sea condition
limitations of the LCU during daylight and dark hours.

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26 Units are responsible for the inspection and any subsequent maintenance of the build standard
waterproofing (Stage 'A') for all vehicles and equipment on their charge in accordance with the relevant
Maintenance Schedule (AESP Category 601). This is a mandatory requirement in order to maintain the
waterproofing integrity of the vehicles and equipment.

27 Units are also responsible for the waterproofing of the vehicles and equipment on their charge that
are capable of being forded. The waterproofing is to be carried out by personnel who have been suitably
trained and under the supervision of a Junior Non-Commissioned Officer (JNCO) who has been trained in
waterproofing techniques. Because of the exacting nature of the work and the possibility of catastrophic
equipment damage if incorrectly waterproofed, the ratio of supervision should be aimed at one JNCO for
every four 'B' type vehicles.

28 Training courses for all aspects of vehicle and equipment waterproofing is the responsibility of the
Training Wing, 11(ATT) Sqn, 1AGRM, Instow. The following training courses are available to all Driver and
VM branches of 3 Cdo Bde RM. Specialist courses can also be arranged to suit the needs of operational
units by contacting Training Wing, 11(ATT) Sqn, 1 AGRM, Instow:

28.1 RM D1-D3 Waterproofing Driver courses, sponsored by DST Leconfield.

28.2 Motor Transport Officer (MTO) course sponsored by DST Leconfield.

28.3 3 Cdo Bde RM driver Waterproofing and Supervisor courses.

28.4 Vehicle Mechanic (VM 1-3) course sponsored by DSEME Bordon.

28.5 Amphibious Beach Unit (ABU) Plant.

28.6 Amphibious Beach Unit VM Beach Recovery Vehicle (BRV).

Technical services

29 The development of waterproofing techniques and the issue of instructions in the form of
waterproofing AESPs for each type of equipment is the responsibility of 11(ATT) Sqn, 1 AGRM. DE&S
retain the responsibility for technical editing, printing and distribution of the publication.

30 It is a RM responsibility to provide one waterproofing SNCO to each major unit called upon to take
part in waterproofing exercises or operations. The training of sufficient waterproofing SNCOs to meet this
commitment is a RM responsibility and applications for courses should be addressed to Navy Command
HQ. The SNCO is capable of giving advice on all aspects of the waterproofing task to commanders.

GENERAL RELATED MATTERS

Beaches

31 Careful consideration must be given to the nature of the beach on which a landing is to take place.
The Staff planning the operation will naturally select one operationally suitable with sufficient beach exits.
There are many types of beach and they vary in consistency, the most acceptable being firm sand. The
risk of bogging down wheeled vehicles on shingle beaches is very high. Soft deep mud may be impossible
to negotiate. Whenever a RM Assault Squadron is involved in the landing the ability to lay Class 30
Trackway to enable 'B' vehicles to negotiate difficult beaches is available.

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32

Loading and stowage

33 If stage 'B' waterproofing is to be completed on board ship, ample space must be left around the
waterproofed equipment to enable the tasks to be completed. If the landing craft are to transport
equipment direct to the assault beach, loading will be arranged tactically, i.e. the first off will be the last on.
All equipment which may have to withstand a long sea voyage, or bad weather, must be securely lashed
down. Main battle tanks may have to be pedestalled by placing wooden blocks under the hull of the tank
both fore and aft so as to raise the tank hull 25 mm..The purpose of this is:

33.1 To provide a more inert load from the cargo point of view.

33.2 To spread the load over both tracks and pedestal base.

33.3 To prevent tracks sliding on the tank decks.

34 Care must be taken that pedestals do not damage the waterproofing on the underside of the hull. If
waterproofed equipment is carried in the holds of cargo vessels for subsequent trans-shipment to landing
craft, precautions must be taken that the waterproofing is not damaged by loading slings, hooks or
cradles. Care must be taken that sufficient space is allowed around each vehicle for effective lashing
down, maintenance, inspection and combating fire. Equipment carried on open decks will be exposed to
the weather; therefore, regular inspection of any waterproofing must be carried out. Arrangements must
be made for maintenance teams to be carried on these vessels, to check the waterproofing and maintain
the equipment.

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Prepared Fording cycle

35 The following is an illustration describing the Waterproofing 'Stages' for Prepared Fording.

Inspect Stage 'A' Waterproofing

annually

Stage 'D' de-waterproofing.

A
As soon as conditions permit before or after Fit Sta e 'B' Water roofin kit.
completion of the battlefield mission. To include a
Post-ford service of the equipment.

fording to a
Complete Stage 'C' de-waterproofing maximum depth of 1.5m (5ft).
15 minutes maximum to complete.
Can be left for up to 1hr after leaving
the water.

WAT-17069-013-001-01

Fig 1 Prepared Fording Cycle

Chap 1
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Waterproofed equipment markings

WAT-17069-013.00241

Fig 2 Waterproofed equipment markings

TABLE 1 SEMI-PERMANENT WATERPROOFING EQUIPMENT MARKINGS

Serial Colour meaning Action

(1) (2) (3)
1 SEMI-PERMANENT Production build
A Stage 'A' completed
(build standard modifications)
standard or Unit
Workshops
Blue with white 'A' in centre
2 SEMI-PERMANENT Assembly area,
B ,
Stage 'A' checked
Stage 'B' Completed
onboard Landing
Ship or .
Red with white 'B' in centre Equipment passed for disembarkation embarkation area

NOTE

The stage 'B' marking must be covered with black adhesive tape when stage 'C' or 'D' has been
completed. The marking must be 'uncovered when stage 'B' is complete for further fording
operations.

Chap
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ARMY EQUIPMENT OFFICIAL 2300-A-600-013
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TABLE 2 SEMI-PERMANENT WATERPROOFING STAGES (A-D)

Serial Stage Build standard or stage 'A' waterproofing kit

(1) (2) (3)
1 Subsequent No restriction on mileage
permissible
,mileage
2 Stage times Days
(comparative)
3 Sample of .
components to
be dealt with at 0.;-1-..
-"•
each stage
fit ---
Alternator

ii II%
.:,„,. _.1i it-,.,1,
c:..,
, io
...- lini
.1 ... 11111W" -
N11

' k
.jAWN.
Engine air intake

ar111 r.\0 q1
Starter motor
0 i
( ..=
v o 1
o - tO
0
WAT-17069-013-003-01

4 Where or when
carried out

-----
_=.
_--.. ---
c000piniug--=- a
MI f=1 E:1

Production build standard or Unit workshops

WAT-17069-013-0113-01

(continued)

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TABLE 2 STAGE B - SEMI-PERMANENT (continued)

Serial Stage Stage '13' waterproofing

(1) (2) (3)
5 Subsequent Pre-ford running time restricted to 15 minutes
permissible
mileage
6 Stage times
(comparative)

7 Sample of
corn ponents to
be dealt with at
each stage I I I
(= 0.0.1,

T
i ----) ---7
1)
Fit drain plug

1 ---„,..

ktC
4,* 16
czt,
Fit rubber cover
Fit waterproofed fuel filler
- cap with breather pipe
WAT-17069-013-004-01

8 Where or when Assembly area, on-board Landing Ship or embarkation area

carried out

• a ..rei.i.
ao
II

WAT-17069-013-005-01

(continued)

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TABLE 2 STAGE C - SEMI-PERMANENT (continued)

Serial Stage Stage 'C' de-waterproofing

(1) (2) (3)
9 Subsequent Battlefield mission of equipment
permissible
mileage
10 Stage times 15 Minutes
(comparative)

11 Sample of
components to
be dealt with at
each stage 1 La /
41454
..( .
--------
1 ce)

Remove drain plug

k )11
14 ' l el
tel , \

•
C
kt
0„,
,
0 \
Remove rubber cover ('
s)()

Flush and re-connect alternator

WAT-17069-013-006-01

12 Where or when Within one hour of leaving the water

carried out

41
e°14S-,
IP.101;LIIP iii i
:'-
t 0 vtI:iit..z::.
,,rit
____-/-\\ :i
lif
WAT-17069-013-007-01

(continued)

Chap 1
Jul 17 GFFIGIAL Page 13
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TABLE 2 STAGE D - SEMI-PERMANENT (continued)

Serial Stage Stage '1:1' de-waterproofing

(1) (2) (3)
13 Subsequent Battlefield mission mileage.
permissible
mileage
14 Stage times Hours
(comparative)

15 Sample of Typical examples:

components to
be dealt with at 1. Check engine, gearbox and axle oils. Change if contaminated.
each stage
2. Wash down equipment with fresh water.

3. Full Post-ford service of equipment.'

16 Where or when As soon as conditions permit before or after completion of the

carried out battlefield mission.
A
14111111Ni
„Lin
•laai1
A
/11.911
. - "'N.,.
---
1 111.
.IIIL III1
4, •Nrearl ' '•

Mr -"'"'"'....---'........—
- al
---/-' \ V
WAT-17069-013-008-01

Chap 1
Page 14 Jul 17
ARMY EQUIPMENT OFFICIAL 2300-A-600-013
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Chap 1
Jul 17 OFFICIAL Page 15
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TABLE 4

Serial Designation of type Reason

(1) (2) (3)
1

TABLE 5 VEHICLES AND EQUIPMENT WATERPROOFING KITS

Serial Equipment AESP Waterproofing Ford Manpower Waterproofing Stages,

Kit NSN depth Total Man-hours
Stage Stage Stage Stage
'A' 'B' 'C' 'D'

(1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
1 Land Rover 2320-D- Stage 'B' 1.5 m Driver & VM - 0.2 .
TUL/TUM 128-421 Waterproofing
(HS) GS Inst Instr kit 7XDW
Variant No.1 2540-99-573-
6345
-
2 Land Rover 2320-D- Stage B' 1.5 m Driver & VM - 0.2
TUL/TUM 128-421 Waterproofing
(HS) FFR Inst Instr kit 7XDW
Variant No.2 2540-99-573-
6346
3 Land Rover 2320-D- Stage B' 0.6 m Driver & VM - 0.2
TUM (HS) 128-421 Waterproofing
Battlefield Inst Inst. kit 7XDW
Ambulance No.3 2540-99-481-
9231
4 Pinzgauer 2320-D- Stage B' 1.5 m Driver & VM - 0.25 •
TUM (HD) 400-421 Waterproofing
4x4 GS Inst Instr kit 7SDP 2540-
Variant No.1 99-406-3897
5 Trailer, 2330-E- Stage 'B' 1.5 m Driver - 0.1
Lightweight, 202-421 Waterproofing
GS Cargo Inst Instr kit1LVYT 2540-
No.1 99-291-1332
6 Trailer 2330-H- Trailer is 1.5 m Nil Nil
Cargo 3 300-201 capable of
Tonne GS 2 Operatin Unprepared
Whd g Fording to
Universal Informati 1.5 m. Post .
Engineering on ford
Ltd maintenance is
contained in
"Operating
information",
Chapter 4.

(continued)

Chap 1
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TABLE 5 VEHICLES AND EQUIPMENT WATERPROOFING KITS (continued)

Serial Equipment AESP Waterproofing Ford Manpower Waterproofing Stages,

Kit NSN depth Total Man-hours
Stage Stage Stage Stage
'A' 'B' 'C' `IY

(1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
7 Gun, 1015-K- Stage 'A' Build 0.5 m Gun Fitter • - - -
105 mm, 100-421 Standard
Field, L118 Inst Instr Annual
Towed No.1 Maintenance
1015-K- Stage 'B' 1.5 m ,Gunner and - 0.25 •
100-421 Waterproofing Gun Fitter
Inst Instr Kit N1 1015- Class 2 Min
No.2 99-344-3581
8 Truck, Load 2320-R- Stage 'A" 0.75m VM - - -
Handling 301-423 Modification Kit
(DROPS) Wpf 6WPG 2540-
15 Tonne, Instr 99-325-2551
8x6, LHD, No.1
MMLC 1.5 m Driver & VM - 0.25 •
2320-R- Stage 'B'
(Leyland
301-421 Modification Kit
Daf)
Wpf 7FW 2540-99- -
Instr 338-8086
No.1
9 Trailer, 2330-S- Stage 'A' 0.5 m VM - - -
Cargo, 300-423 Modification Kit
v Skeletal, Wpf 6WPG 2590-
Wheeled, Instr 99-499-7551
15 Tonne No.1
(DROPS) 1.5 m Driver & VM 2.0
2330-S- Stage 'B'
300-421 Modification Kit
Wpf 6WPG 2540-
Instr 99-383-9933
No.1
10 Dump 3805-B- Waterproofing 1.5 m Driver & VM - 0.2
Truck, Self- 200-201 Kit issued as
Loading, Inst Instr (CES) Items.
Medium, No.1 Fording
6x6 Iveco instructions
Trakker contained in
AD380T45 "Operating
W Information"
11 Tractor, 2420-G- Stage 'B' 1.5 m Driver - 0.1
Wheeled, 108-421 Waterproofing
Earth . Inst Instr Kit 8REBM
moving, No.1 2540-99-886- •
Light, JCB 2331
4CX
11a Tractor, 3805-E- Waterproofing 1.5 m Driver - 0.1
Wheeled, 128-201 Kit issued as
Earthmovin ANNEX (CES) Items,
g, light, JCB B— Fording
4CX (new Appendi Instructions
version) x 10 contained .
within
"Operating
Information"
12 Trailer, 6115-L- Waterproofing 1.5 m Driver & VM - U 0.25
Field 100-421 Kit issued as
Equipment Inst Instr (CES) Items.
Power No.1
Supplies
(FEPS)

(continued)

Chap 1
Jul 17 OFFICIAL Page 17
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TABLE 5 VEHICLES AND EQUIPMENT WATERPROOFING KITS (continued)

Serial Equipment AESP Waterproofing Ford Manpower Waterproofing Stages, ,

Kit NSN depth Total Man-hours
Stage Stage Stage Stage
'A' 'B' 'C' 'D'

(1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
13 Oshkosh 2320-R- Waterproofing 1.5 m Driver & VM - 0.25 •
Wheeled 320-201 Kit issued as
Tanker: (CES) Items.
Tractor Fording
Wheeled instructions
6x6 contained in
"Operating
information".
14 Oshkosh 2320-R- Waterproofing 1.5 m Driver & VM - 0.25 •
Semi- 321-201 Kit issued as
Trailer: (CES) Items.
Close Fording
Support instructions
Tanker contained in
(CST). "Operating
(Fuel) information".
15 Oshkosh 2320-R- Waterproofing 1.5 m Driver & VM - 0.25 •
Semi- 321-201 Kit issued as
Trailer: (CES) Items.
Tactical Fording
Aircraft instructions
Refueller contained in
(TAR) "Operating
information".
16 MAN 2320-W- Waterproofing 1.5 m Driver & VM - U 0.25 •
Support 100-421 kit details
Vehicle Inst tnstr contained in:
(SV): No.1. All AESP 2320-W-
6 Tonne Variants. 100-421 Inst
Medium Instr No.1.
Mobility-
(MM) 4 x 4

17 MAN 2320-W- Waterproofing 1.5 m Driver & VM - 0.25

Support 100-421 kit details
Vehicle Inst Instr contained in:
(SV): No.1. All AESP 2320-W-
9 Tonne Variants. 100-421 Inst
Medium Instr No.1.
Mobility-
(MM) 6 x 6 •

9 Tonne 2320-W- 1. 5 m Driver & VM 0.25

Improved 100-421
Medium Inst lnstr
Mobility- No.1. All
(IMM) 6 x 6 Variants.
18 MAN 2320-W- Waterproofing 1.5 m Driver & VM - U 0.25
Support 100-421 kit details
Vehicle Inst Instr contained in:
(SV): No.1. All AESP 2320-W-
15 Tonne Variants. 100-421 Inst
8x8 Instr No.1.

(continued)

Chap 1
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TABLES VEHICLES AND EQUIPMENT WATERPROOFING KITS (continued)

Serial Equipment AESP Waterproofing Ford Manpower Waterproofing Stages,

Kit NSN depth Total Man-hours
Stage . Stage Stage Stage
'A' 'B' 'C' 'D'

(1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
19 MAN 2320-W- Waterproofing 1.5 m Driver & VM 0.25
Support 100-421 kit details
Vehicle Inst Instr contained in:
(SV): No.2. All AESP 2320-W-
Unit Variants. 100-421 Inst
Support Instr No.2.
Tanker-
(UST)
9 Tonne
Medium
Mobility-
(MM) 6 x 6
20 MAN 2320-W- Waterproofing 1.5 m Driver & VM U 0.25
Support 100-421 kit details
Vehicle Inst Instr contained in:
(SV): No.2. All AESP 2320-W-
Unit - Variants. 100-421 Inst
Support Instr No.2.
Tanker-
(UST)
9 Tonne
Improved
Medium
Mobility-
(IMM) 6 x 6

21 MAN 2320-W- Waterproofing 1.5 m Driver & VM U 0.25

Support 100-421 kit details
Vehicle Inst Instr contained in:
(SV): No.3. All AESP 2320-W-
Recovery Variants. 100-421 Inst
vehicle- Instr No.3.
(RV)
Improved
Medium
Mobility-
(IMM) 8 x 8

(continued)

Chap 1
Jul 17 OFFICIAL Page 19
2300-A-600-013 GFFIGIA6 ARMY EQUIPMENT
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TABLE 5 VEHICLES AND EQUIPMENT WATERPROOFING KITS (continued)

Serial Equipment AESP Waterproofing Ford ' Manpower Waterproofing Stages,

Kit NSN depth Total Man-hours
Stage Stage Stage Stage
'A' 'B' 'C' 'D'

(1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
22 *
Hagglunds
All-Terrain
Vehicle
(Protected)
ATV(P),
Viking: •

Command 2350-T- Waterproofing 1.5 m Crew - 0.25

Vehicle 265-201 Kit issued as
(CES) Items.
Fording &
Flotation 1.5 m Crew - 0.25 •
instructions
contained in
"Operating 1.5 m Crew - 0.25
information".
Troop 2350-T- Waterproofing
Carrying 265-201 Kit issued as
Vehicle (CES) Items.
(TCV) Fording &
Flotation
instructions
contained in
"Operating
information".
Repair & Waterproofing
2350-T- Kit issued as
Recovery
260-201 (CES) Items.
Vehicle
fRRV) Fording &
Flotation
instructions
contained in
"Operating
information".
(continued)
* NOTE

Hagglunds ATV (P) Viking is capable of Flotation (swimming) as well as Fording. Preparation and
Post Ford servicing or Post Flotation servicing tasks are the same.

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TABLE 5 VEHICLES AND EQUIPMENT WATERPROOFING KITS (continued)

Serial Equipment AESP Waterproofing Ford Manpower Waterproofing Stages,

Kit NSN depth Total Man-hours
Stage Stage Stage Stage
'A' 'B' 'C' 'D'

(1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
23 Hagglunds 2350-T- Waterproofing 1.5 m Crew - 0.25
BV 206 - 303-201 Kit issued as
MAMBA (CES) Items.
Fording
instructions
contained in
"Operating
information".
24 Hagglunds 2350-T- Waterproofing 1.5 m Crew - 0.25
BV 206 - 303-201 Kit issued as
TCV (CES) Items.
Fording
instructions
contained in
"Operating
information".
25 Hagglunds 2350-T- Waterproofing 1.5 m Crew - 0.25
BV 206 - 303-201 Kit issued as
FFR (CES) Items.
Fording
instructions
contained in
"Operating
information".
26 Hagglunds 2350-T- Waterproofing 1.5 m Crew - 0.25
BV 206 - 303-201 Kit issued as
Javelin (CES) Items.
HVM Fording
instructions
contained in
"Operating
information".
27 Hagglunds 2350-T- Waterproofing 1.5 m Crew - 0.25
BV 206 - 303-201 Kit issued as
Mortar (CES) Items.
Fording
instructions
contained in
"Operating
information".
28 Hagglunds 2350-T- Waterproofing 1.5 m Crew - 0.25
BV 206 - 303-201 Kit issued as
FRT (CES) Items.
Fording .
instructions
contained in
"Operating
information".
29 Hagglunds 2350-T- Waterproofing 1.5 m Crew - 0.25
BV 206 - 303-201 Kit issued as
Flat bed • (CES) Items.
Fordin
instructions
contained in
"Operating
information".
30 Terrier - Waterproofing
groo 1.5 m Crew - TBC
Armoured Kit in
Engineer Development/pr
Tractor Full oduction
Tracked

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Jul 17 OFFICIAL Page 21
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CHAPTER 2

WATERPROOFING MATERIALS AND THEIR USAGE

CONTENTS

Para

Introduction
1 Health and Safety
2 Scope
3 Army Equipment Support Publications
5 Waterproofing Kits
7 General Instructions
Materials, uses and application (WARNING)
12 Solvent Cleaner (6850-99-192-3265)
13 Bostik 1GA 186 adhesive (8040-99-224-5034)
14 Sealing compound (8030-99-517-8487)
17 Sealing compound application
20 Sealant, industrial, 3Ms, EC-750-C (8030-99-224-5433)
21 Spray sealer, 3Ms, Scotch 1602 (5970-99-224-4974)
22 Tape, adhesive, 3Ms, Scotch 88 all-weather PVC tape (5970-99-664-8764)
23 Covers, elastic, waterproofing
25 Rubber non-return valves
26 Cover, battery vent (2540-99-815-9287)
27 Compound silicone (5970-99-225-1703)
28 Solution, temporary protective PX-24 (6850-99-224-5311)
29 Grease, PX-7 (9150-99-943-2033)
30 Grease, XG-279 (9150-99-220-2418)
31 Grease, XG-286 (9150-99-224-8885)
32 Bags, waterproofing, cargo
33 PVC Cargo bag, closure slider
34 Examples of the use of bags, waterproofing
36 Bag, envelope, PVC
38 Training in the use of waterproofing materials
39 3 Cdo Bde RM waterproofing
40 RM/REME controlled waterproofing
41 Materials for training
42 Suitability of waterproofing kits
44 Maintenance of stage 'A' waterproofing
45 Issue of stage 'B' waterproofing kits
46 NATO 6TN Battery waterproofing (WARNING)

Fig Page

1 Method of application 4
2 Application of sealing compound 4
3 Seals and slider of PVC cargo bags 6
4 Standard method of waterproofing NATO 6TN batteries 10

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INTRODUCTION

Health and Safety

1 The materials and substances used in waterproofing kits are required to meet obligations introduced
under the Control of Substances Hazardous to Health Regulations 2004 (COSHH). Safety information
relating to materials used is contained in (JSP 515) Hazardous Stores Information System 2 (HSIS 2).

Scope

2 This Publication only applies to waterproofing kits for prepared fording.

Army Equipment Support Publications

3 Waterproofing AESPs published are listed in Chap 1, Table 5 of this publication together with the
corresponding NATO Stock Numbers (NSNs) of waterproofing kits. It is the responsibility of the Unit
MTO/QM (Tech) to ensure that all AESPs are up to date at current edition. Refer to Design Repository
Technical Documentation on Line (DR TDOL).

4 Details are given of the materials provided in these kits, together with instructions for the method and
purpose of their application for installation.

Waterproofing Kits

5 A waterproofing kit contains material, and parts, sufficient to waterproof one particular equipment.
The kit will only suit that equipment and variations in make, model or mark of the equipment usually
necessitate different kits.

6 .Usually kits are packed to ensure a minimum storage life of two years from the date of packing.
Subsequently, after inspection and repair where necessary, the kits may be fit for storage for a further two
years. The date of original packing and subsequent inspections should therefore be marked on the
inspected package. Provided that the kit is within two years of its last inspection and that the case is
undamaged on receipt, the kit should be serviceable. Nevertheless, before use the Unit must thoroughly
check to ensure completeness and serviceability of the kit and to ensure that the kit corresponds with the
equipment to be waterproofed.

NOTE

Inflammable items and compounds which have a shelf storage life are not supplied with the
waterproofing kits. These items are listed in the AESP kit list and are to be demanded separately by
Units prior to undertaking the fitting of waterproofing kits.

GENERAL INSTRUCTIONS

7 Waterproofing is carried out in stages and each stage must be completed in the sequence given in
the instruction (AESP). The tasks within each stage are given in the sequence most suited, but this may
be varied according to circumstances. Where complete task coverage requires more than one page the
task must be read in its entirety before commencing a page by page progression.

8 CLEANLINESS IS THE FIRST ESSENTIAL OF SUCCESSFUL SEALING. When applying sealants,

ensure that the hands. are clean and free from grease and that all surfaces to which sealing compounds
are to be applied are scrupulously clean. Mud, oil, grease or water will spoil adhesion.

9 REMEMBER THAT ALL WATERPROOFING MUST BE 100 PER CENT SUCCESSFUL. One
carelessly treated component may cause failure at a critical moment, so care must be taken with every
detail. Whenever waterproofing is being carried out during wet weather suitable shelter should be
arranged over the vehicle.

10 Vehicle loads must be made secure to prevent any movemeht whilst vehicles are ascending or
descending the ramp of the ship or craft.

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11 If difficulties are encountered, the senior attachment ES Officer should be consulted.

MATERIALS, USES AND APPLICATION

WARNING

HEALTH AND SAFETY. MATERIALS USED IN WATERPROOFING ARE REQUIRED TO MEET

OBLIGATIONS INTRODUCED UNDER THE CONTROL OF SUBSTANCES HAZARDOUS TO
HEALTH REGULATIONS (COSHH). SAFETY INFORMATION RELATING TO MATERIALS USED
IS CONTAINED IN JSP 515- HAZARDOUS STORES INFORMATION SYSTEM 2 (HSIS 2).

Solvent Cleaner (6850-99-192-3265)

12 This is used for cleaning and degreasing surfaces before applying Waterproofing Materials. Solvent
cleaner is a flammable liquid. Suitable precautions should therefore be taken.

Bostik 1GA 186 adhesive (8040-99-224-5034)

13 This is a medium viscosity adhesive, buff coloured, with high bond strength and resistant to heat. It
can be easily applied by brushing and is particularly suited for the 'adhesion of fabrics to metal, adhesion
of natural and neoprene rubber and Polyvinyl Chloride (PVC) materials. Bostik Cleaner No 6012 should
also be used to clean metal surfaces before applying the adhesive.

Sealing compound (8030-99-517-8487)

14 A plastic sealing compound for waterproofing, which when moulded around or over a component
prevents water entry. Component surfaces must be cleaned with solvent cleaner and be free from oil and
dirt. Oil adversely affects the sealing compound which becomes soggy when contaminated with lubricants
or fuel oils. Adhesion is poor on damp surfaces; these must be both thoroughly clean and dry to ensure
that the sealing compound adheres correctly. Sealing compound does not harden on ageing and retains
its tackiness and is not affected by normal engine temperatures.

15 Sealing compound is manufactured and issued in strips 600 mm (24 in.) long by 40 mm (1% in.) wide
by 3mm (Y8 in.) thick. These are enclosed between a backing release paper and a top centre perforated
release paper. The whole is enclosed within a sealed polythene bag.

16 The insulating properties of the sealing compound make it suitable for waterproofing electrical
components. Fig 1 illustrates the method of handling.

NOTES

(1) Sealing compound must never be applied to any metal surface which has not been
thoroughly cleaned and dried.

(2) Always keep sealing compound clean and dry. The biggest hindrances to successful
waterproofing are OIL, DIRT and WATER: therefore cleanliness is a major factor towards successful
waterproofing.

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Sealing compound application

17 Fig 1 illustrates the method of application. Lay the strip on a clean surface, tear open the outer
polythene envelope wrapping at one end and slide out the sealing compound strip.

18 Remove the plain backing paper. Inspect sealing compound. Sections showing signs of dryness or
cracks must be removed by cutting out suspected section of the strip.

19 Cut off the required length for use.

WAT-17069-013-011-01

Fig 1 Method of application

NOTE

Remove the remaining backing paper on the job.

APPLYING SEALING COMPOUND TO AN JOINING STRIPS OF SEALING COMPOUND

UNEVEN SURFACE
Using fingers mould well down around uneven Always overlap like this and using fingers, lightly
surfaces making sure no air pockets remain mould joint together.
beneath the sealing compound.

CD—

!Min
\ 6mm
WM-17069-013-012-01 \....
VVAT-17081-013-013-01

Fig 2 Application of sealing compound

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Sealant, industrial, 3Ms, EC-750-C (8030-99-224-5433)

20 Supplied in 4 oz tubes, 3Ms EC-750-C is a sealant which dries to form a tough flexible seal.
Designed primarily to accommodate movement in ducting and other sheet metal or fabric fabrications it is
used for the potting of multi-pin electrical plugs and sockets and for sealing cables and cable ducting. The
material is fuel and oil resistant.

Spray sealei, 3Ms, Scotch 1602 (5970-99-224-4974)

21 An electrical grade sealer and insulator for spraying on alternator windings and electrical
connections. Protects a variety of surfaces against moisture, corrosion, oils, alkalis and acids.

Tape, adhesive, 3Ms, Scotch 88 all-weather PVC tape (5970-99-664-8764)

22 A waterproof adhesive tape, suitable for repairing and sealing PVC bags, breathers, apertures, joints
and components. The width of the tape can be increased by over-lapping to the required width.

Covers, elastic, waterproofing

23 These covers are manufactured from neoprene rubber and are resistant to fuel and lubricant oils.
They are capable of withstanding normal engine temperatures, but are inclined to harden in low
temperatures of -30° C. Pre-heating or immersion of rubber covers in hot water will make them more
flexible for application.

24 Operators should not attempt to fit covers with long or jagged finger nails as either may cause minor
tears which extend when the covers are in a stretch fit condition. Minor tears can be repaired temporarily
with adhesive tape. Repaired covers should be replaced as soon as conditions permit.

Rubber non-return valves

25 These are simple pressure activated valves made from thin rubber tube. Their main use is to close
up engine, gearbox and axle breathers when immersed, but to avoid excessive build-up of pressures
during dry shod running.

Cover, battery vent (2540-99-815-9287)

26 These are rubber sheaths which are fitted over the cell filler caps. There is a very fine slit in the dome
of the cover, which is forced open by gas pressure when the battery is being charged. During immersion,
water pressure being greater than the internal pressure set up in the battery tends to flatten the vent cover
which closes the slit and prevents water entry into the cell.

Compound silicone (5970-99-225-1703)

27 Supplied in 100 g tubes and incorporated in waterproofing kits for certain equipment. It is a silicone
base compound, water repellent and suitable as an insulator for electrical connections which must remain
operative at all times. The components should be covered with a generous, unbroken, even film of silicone
compound.

Solution, temporary protective PX-24 (6850-99-224-5311)

28 Supplied in 1 litre containers in waterproofing kits, it is used as an inhibitor and as a water

displacement fluid for alternators, starter motors and other electrical components during fording
operations. PX-24 is also available in 5 litre containers; (8030-99-224-4966), through DSDA supply.

Grease, PX-7 (9150-99-943-2033)

29 Supplied locally, it is not included in waterproofing kits; it is used as a preservation grease to protect
battery and electrical terminals.

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Grease, XG-279 (9150-99-220-2418)

30 Supplied locally in 3 kg tins. It is not included in waterproofing kits; it is a general purpose lubricant
for automotive applications.

Grease, XG-286 (9150-99-224-8885)

31 Supplied locally in 3 kg tins. It is not included in waterproofing kits; it is used for protection against
corrosion of mechanisms submerged in sea water or subject to the washing effect of heavy seas.

Bags, waterproofing, cargo

32 PVC waterproofing bags are sealed by interlocking flexible closures, details of which are shown in
Fig 2. Each bag is issued with operating instructions contained in a pocket attached to the PVC bag.
These bags are primarily for use with the Trailer, Lightweight GS Cargo. The smaller one can also be
used for waterproofing cargo in Truck Utility Vehicles (TUV). The following two PVC bags are reusable
types fitted with zip closures:

32.1 2540-99-815-9470, Bag cargo (WPG 9031). 1.8 m (72 in.) x 0.9 m (36 in.) x 0.45 m (18 in.).

32.2 2540-99-815-9471, Bag cargo (WPG 9032). 0.9 m (36 in.) x 0.9 m (36 in.) x 0.45 m (18 in.).

PVC Cargo bag, closure slider

33 Move the slider backwards and forwards until the mating faces are in contact. If the slider is stiff on
the closure, apply a light film of silicone compound in the high and low grooves but NOT on the locking
section of the closure.

WAT-17069-013-014-01

Fig 3 Seals and slider of PVC cargo bags

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Examples of the use of bags, waterproofing

34 Waterproofing small optical instruments, Guided Weapon (GW) equipment, small arms ammunition
and rations.

35 Waterproofing bags, which are stowed in small vehicles, e.g. Truck Utility or trailers could be
completely immersed and are liable to float out. Bags should be secured to the vehicle and trailer covers
should be firmly lashed down to retain the bags in the trailer body.

Bag, envelope, PVC

36 These are manufactured bags of various sizes and are used to enclose parts of the vehicle or
documents as detailed in the relevant waterproofing instruction, or stowage of personal kit. The bag must
be sealed with adhesive tape before any fording activity. Before use, the bag must be inspected for pin
holes, tears or split seams which can be repaired with suitable lengths of adhesive tape.

37 The following sizes of PVC bags available:

37.1 8105-99-135-6190. 450 mm (17 in.) x 255 mm (10 in.)

37.2 2540-99-816-2670. 900 mm (36 in.) x 600 mm (24 in.)

Training in the use of waterproofing materials

38 The necessity of adequate training is important. Due to limitations of shipping space there will always
be a shortage of vehicles in an amphibious operation. The loss of one vehicle due to failure may hold up
disembarkation and have serious effects. Training of personnel in waterproofing will be divided into two
categories, 3 Cdo Bde RM and RM/REME controlled.

3 Cdo Bde RM waterproofing

39 Because stage 'B' waterproofing is intended to be completed by Unit personnel with few tools, the
kits are designed as simply as possible with the minimum number of special materials. It is, however, a
detailed and exacting task requiring careful attention and thorough checking and supervision. The
instructions are in simple language and fully illustrated in colour.

39.1 RM Drivers. Within each Unit the work must be carried out by RM drivers who are trained in
waterproofing techniques by 11(ATT) Sqn, 1AGRM.

39.2 All Arms Drivers. Drivers should attend All Arms Driver waterproof training at 11(ATT) Sqn,
1AGRM. During training, it is essential that the driver should have actually waterproofed and forded
at least one type of equipment.

39.3 The Waterproofing will be completed under the guidance of Unit MT/WKSP JNCOs who
have been trained in waterproofing techniques by 11(ATT) Sqn, 1AGRM. The JNCO has two main
tasks to perform during preparations for amphibious operations:

39.3.1 Training the drivers in material handling. Training in material handling should be
carried out using the basic materials detailed in this chapter with emphasis on cleanliness,
patience and conscientiousness.

39.3.2 Supervising the waterproofing of Unit equipment by checking off each task in the
check list (which is printed in the last pages of the waterproofing instruction). The JNCO
must be given ample time and facilities to achieve the required standard when instructing the
drivers.

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RM/REME controlled waterproofing

40 SO2 ES at Navy Command HQ is responsible for the attachment of a SNCO to act as an adviser to
each major unit. The SNCO will be a D1NM1 who has been specially trained in waterproofing techniques
at 11(ATT) Sqn, 1AGRM:

40.1 Ideally, each RM major unit involved in amphibious operations should have a suitably trained
SNCO. The SNCO will be responsible for advising the unit commander on matters relating to
waterproofing of the equipment.

40.2 The SNCO must be capable of making decisions regarding waterproofing of components
which may vary from those illustrated in the waterproofing instruction, due to contract changes or
modification.

40.3 Training waterproofing SNCOs is the responsibility of 11(ATT) Sqn, 1AGRM. They are
trained in the principles of waterproofing, de-waterproofing plus anti-corrosive treatment and post
ford maintenance.

40.4 If the SNCO does not accompany the unit after the equipment has been loaded on board
ship he/she will be responsible for advising the unit MTO, QM (Tech) or equivalent, on essential
matters during sea transit and unit maintenance before and after fording operations.

Materials for training

41 Waterproofing material for normal training of unit personnel can be obtained in bulk through DSDA
supply.

Suitability of waterproofing kits

42 To understand the procedure regarding the provision of waterproofing kits it is essential to appreciate
the problem involved. A waterproofing kit is developed for particular equipment by the definition of the
EAC. This covers the type, mark, make, contract number or code number.

43 MTO/QM (Tech) of the RM formation involved in an amphibious assault or exercise must ensure that
the correct waterproofing kits are demanded and issued as designated in Chap 1, Table 5 Details of the
waterproofing kit and EAC are given on page one of each waterproofing AESP. Units must ensure that
detailed information regarding the Unit equipment is forwarded to formation HQ and on receipt of
waterproofing kits, check that the correct kits have been received.

Maintenance of stage 'A' waterproofing

44 Stage 'A' waterproofing comprises the bulk of the work and is a permanent modification to the
equipment. This stage of waterproofing is achieved by one of the following methods:

44.1 Build standard modification. Stage 'A' waterproofing is included within the build standard of
the equipment by the manufacturer. The equipment is identified as a waterproofed variant by the
EAC. Repair and maintenance is defined by the manufacturer in the relevant categories of the AESP
Octad for the equipment.

44.2 Stage 'A' modification kit. Stage 'A' waterproofing of the equipment is completed by fitting a
modification kit. The AESP for fitting the kit is controlled and issued by the DE&S organisation. The
AESP MUST be retained with the MTO/QM (Tech) to assist in the maintenance and repair of the
waterproofing equipment. The relevant categories of the AESP Octad for the equipment will be
amended if required to cover repair/maintenance of the waterproofing modifications. When a stage
'A' waterproofing kit has been fitted for a period of twelve months, it must be inspected and
maintained by a SNCO trained in the repair/maintenance of waterproofing equipment.

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Issue of stage 'B' waterproofing kits

45 Stage 'B' waterproofing kits are designed where possible to be re-useable. They are to be retained
with the equipment and maintained by the Unit MTO/QM (Tech). Units are to demand replacement items
to replenish kits after completion of prepared fording. The kits are available to fit the following two types of
modified equipment:

45.1 Production built waterproof variant. The stage 'B' kit is issued into service with this
equipment by the manufacturer. It is the responsibility of the MTO/QM (Tech) to ensure that all AESP
instructions issued are correct and up to date. Refer to Design Repository Technical Documentation
on Line (DR TDOL). Replacement kits can be demanded from DSDA, Bicester. Demands must quote
the full NATO stock number for the waterproofing kit as designated in Chap 1, Table 5.

45.2 In-service equipment modifications. The stage 'B' kits for this equipment are MOD (A)
controlled stores and on operations will normally be issued as a result of Staff instruction. They can
only be fitted to equipment that has been specially adapted with a stage 'A' modification kit. Should
demands be authorized for training or exercises they will be demanded in the UK direct from DSDA,
Bicester. Overseas they will be demanded through formation HQ. Demands must quote the full
NATO stock number for the waterproofing kit as designated in Chap 1, Table 5. The authority for the
demand must also be quoted.

NATO 6TN Battery waterproofing

WARNINGS

(1) NO SMOKING OR NAKED FLAMES. LEAD ACID BATTERIES PRODUCE

POTENTIALLY EXPLOSIVE GASES.

(2) BATTERY ACID HAZARD PROTECTION. WEAR PROTECTIVE GLOVES AND

GOGGLES WHEN HANDLING BATTERY FILLER CAPS.

46 There are two types of 6TN battery fitted to military equipment. The early types contain electrolyte
acid and have rubber filler plugs. The later type are 'Gel Mat' replacements for the originals. They still
retain a venting mechanism but have no filler plugs, are maintenance free and sealed for life.

47 Early type batteries. Ensure batteries are fully charged and that electrolyte level is correct.

47.1 Ensure that all battery filler plugs are pushed tightly into the filler necks.

47.2 Fit a % in. non-return valve over each battery vent (see Fig 4).

47.3 Brush a liberal coat of preservative grease PX-7 to all battery terminals. Refit battery covers.

48 Later type batteries. Ensure batteries are fully charged.

49 Fit a % in. non-return valve over each battery vent (see Fig 4).

50 Brush a liberal coat of preservative grease PX-7 to all battery terminals. Refit battery covers.

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WAT-17069-013-015-01

1 Non return valve vents

Fig 4 Standard method of waterproofing NATO 6TN batteries

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CHAPTER 3

WATERPROOFING AND ITS EFFECTS ON SERVICING AND REPAIR

CONTENTS

Para

Introduction
1 General
3 Mechanical efficiency before waterproofing
Servicing before fording
6 Kit, waterproofing semi-permanent
7 Servicing on ship or shore when waterproofed for long periods
De-waterproofing and servicing after fording (WARNING)
8 Operational duty
10 Temporary halt procedure
11 Vehicle parks
12 After fording training exercises
13 Servicing/repair of equipment for unprepared fording
14 Effect of modifications on waterproofing
16 Summary

INTRODUCTION

General

1 All equipment to be forded must be in a fully serviceable condition. It is a complete waste of time,
effort and materials if an equipment, when forded, breaks down due to a mechanical or electrical defect
which ought to have been rectified prior to waterproofing. The object of this publication is to detail the
procedure to avoid such an occurrence.

2 After equipment has been foi-ded, steps must be taken to ensure that corrosion, due to immersion in
either fresh or sea water does not have a serious effect on the useful life of the equipment. This
publication serves as a guide to achieve this objective.

Mechanical efficiency before waterproofing

3 Preferably vehicles selected for waterproofing should be in a fully serviceable condition. Outstanding
repairs and modifications must be completed. Check the following:

3.1 There are no oil leaks.

3.2 All fuel pipe unions are tight and do not leak.

3.3 Worn or damaged tyres are replaced.

3.4 Exhaust/inlet manifolds must be checked for tightness.

3.5 Check for unofficial modification.

4 Where excessive repairs are required to bring the equipment up to the desired standard the
equipment should be replaced. The replacement equipment should have the same Equipment Asset Code
(EAC) and be identical by mark, type and contract number otherwise the waterproofing kit may not fit.

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5 After the equipment has passed inspection, it must be fully serviced, washed down and cleaned with
emphasis on removing surplus oil on the engine and associated components. Batteries must be fully
charged and topped up. Areas of loose paint must be removed by scraping or by means of a wire brush.
Repaint surfaces where time permits.

SERVICING BEFORE FORDING

Kit, waterproofing semi-permanent

6 Semi-permanent waterproofing kits employ durable mechanical waterproofing techniques. Vehicles

fitted with these kits can be serviced normally and there are no mileage restrictions. Waterproofing is
carried out in two stages as follows:

6.1 Stage 'A' waterproofing. Approximately 90% of waterproofing is completed at this stage
which is either 'build standard' modifications or the fitting of a modification kit. This entails
considerable technical support. Once completed, vehicles can operate in normal circumstances. The
stage 'A' waterproofing will be inspected annually by a SNCO trained in the repair/maintenance of
waterproofing equipment. Suspect waterproofing aids will be replaced or in extreme cases, a
complete new kit will be fitted. Care must be taken to replace any waterproofing disturbed during
workshop repairs.

6.2 Stage 'B' waterproofing. This stage is completed to enable the vehicle to ford across
beaches. When stage 'B' is completed servicing is still possible but it is normally more convenient to
complete the servicing before waterproofing stage 'B'.

Servicing on ship or shore when waterproofed for long periods

7 The operational plan may call for equipment which is waterproofed up to stage 'B' to be held for a
long period before embarking. Alternatively, the operation may involve a long sea voyage (over 3 days at
sea). Equipment must, therefore, be subject to routine inspections during this storage period. Attention
must be given to the following points:

7.1 Thoroughly check all waterproofing tasks carried out in the previous stage to ensure that
nothing has been damaged or displaced.

7.2 Check that oil or fuel leaks have not occurred.

7.3 Engines should be run for short periods only, so as to conserve fuel.

7.4 Batteries should be checked for 'full' charge. On board ship, slave charging can be carried
out using the ship's facilities and care should be taken to ensure that charging rate is not excessive
in order to avoid heavy gassing and loss of electrolyte. Battery vent covers must not be damaged.

DE-WATERPROOFING AND SERVICING AFTER FORDING

WARNING

DEFECT REPORTING. ALL DEFECTS INCLUDING OCCURRENCES OF WATER INGRESS

FOUND DURING STAGE 'C' AND STAGE 'D' DE-WATERPROOFING, MUST BE REPORTED TO
A SENIOR MEMBER OF UNIT ES STAFF AS SOON AS OPERATIONALLY POSSIBLE, FOR
APPROPRIATE EQUIPMENT FAILURE REPORT (EFR) ACTION.

Operational duty

8 Because of varying conditions which will prevail on operational duty, it is impossible to lay down a
rigid procedure for servicing after fording, but there are certain de-waterproofing tasks which must be
carried out without delay. These vary for each equipment and are listed in the appropriate waterproofing
AESP for the equipment. Semi-permanent de-waterproofing is broken down into two stages as follows:

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8.1 Stage 'C' de-waterproofing. These are the tasks which MUST be carried out as soon as
possible after fording. Stage 'C' de-waterproofing tasks should take no longer than 15 minutes to
complete. It is permissible for the equipment to drive for one hour from the landing area before this
stage is completed. After stage 'C' de-waterproofing, the equipment is capable of completing its
battlefield mission. The equipment can re-ford by completing 'wet shod re-embarkation' instructions
contained within the AESP.

8.2 Stage 'D' de-waterproofing. Tasks which are completed at this stage depend on
whether the vehicle is to remain and operate on shore indefinitely or re-embark within a few days.
The remaining tasks should be completed as soon as conditions permit before or after completion of
battlefield mission. After stage '0' is completed, the vehicle is capable of re-fording by repeating the
fitting of a stage 'B' waterproofing kit.

NOTE

On completion of stage 'D' the equipment is now returned to stage 'A' and can resume normal duties.

9 As stated above, the work in stage 'C' and stage 'D' will vary for each equipment, but to generalise,
tasks are as follows:

9.1 Open all breathers and drain holes (stage 'C').

9.2 Flush out electrical components as required.

9.3 Check all oils. If the water is contaminated, drain and refill (stage 'C' or stage 'D').

9.4 As soon as is practicable, wash down the equipment thoroughly with fresh water. Remove all
traces of sand and salt deposits (stage 'D').

9.5 Carry out a post-ford service and lubrication of the equipment as detailed in the Stage 'D' de-
waterproofing and in accordance with the equipment Servicing Schedule.

9.6 Frequent exercise of the clutch mechanism is recommended. If water has entered the clutch
housing, disengage the clutch pedal with a suitable prop when leaving the equipment parked until the
clutch linings and linkage have had sufficient time to dry out.

9.7 Brake linings should be dried out as soon as possible after landing by application of the
brakes whilst on the move. Do not park equipment with brakes on unless absolutely necessary,
rather chock road wheels and leave handbrake off.

Temporary halt procedure

10 On completion of de-waterproofing stage 'C', a temporary halt procedure may be necessary and the
following precautions must be actioned:

10.1 Chock road wheels.

10.2 Leave the parking brake in the 'OFF' position.

10.3 Turn the battery isolating switch 'OFF' or disconnect the batteries.

Vehicle parks

11 On completion of fording it may be necessary to store equipment in vehicle parks and the following
tasks must be carried out in addition to those listed in Para 8.2.

11.1 All items, such as brake servo mechanism, starter motors, generators etc., in which there is
evidence of water entry must be dismantled and cleaned.

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11.2 Wheel bearings which are not of waterproofed pattern must be dismantled, cleaned and
repacked with grease.

11.3 Rubber gaiters fitted over tracta joints must be unclipped and if there is any evidence of
water entry the tracta joints should be flushed with de-watering fluid, cleaned and oil sprayed before
the rubber covers are replaced.

11.4 Brake and clutch mechanism must be exercised daily to maintain complete free movement.

11.5 Turn the battery isolating switch 'OFF' or disconnect the batteries.

After fording training exercises

12 A similar procedure to that outlined must be followed; but since time will be available, all the stage 'B'
waterproofing materials must be removed. Care must be taken to ensure that no damage is done to any
electrical connections or wiring harness. A thorough inspection must be made for any signs of water entry
and if any is apparent, the assembly must be dismantled, cleaned and treated with PX-24 water
displacement fluid. Electrical components, if saturated, must be washed with fresh water or PX-24 and
dried out. Hubs and brakes should be dismantled and serviced at the earliest opportunity to reduce long-
term effects of salt water corrosion.

Servicing/repair of equipment for unprepared fording

13 Special care must be taken for the servicing/repair of equipment with built-in waterproofing.
CORRECT REPLACEMENT PARTS DESIGNATED FOR THE WATERPROOFED EQUIPMENT MUST
BE FITTED. If seals and gaskets are disturbed; new seals and gaskets must be fitted and treated with the
correct type of jointing compound. When assemblies or sub-assemblies are dismantled for repair, they
must be refitted in accordance with the relevant AESP repair instructions for the equipment. All
maintenance inspections for waterproofed equipment must be recorded in the vehicle/equipment
documents.

Effect of modifications on waterproofing

14 Authorised modifications do not normally impair waterproofing as the relevant waterproofing

instructions are suitably amended. Difficulty will arise when UNAUTHORISED MODIFICATIONS have
been carried out. Equipments which are selected for operations involving fording must be inspected to
ensure that no such modifications exist.

15 If it should prove essential to use a piece of equipment on an operation, which has been the subject
of an unauthorised modification, the user must not attempt to improvise a waterproofing technique to
cover this. A waterproofing SNCO trained in the repair/maintenance of waterproofing equipment must be
consulted for advice.

Summary

16 As stated in Para 8 and 9, de-waterproofing and servicing tasks vary for each type of equipment and
the foregoing is only a guide. The detailed work for every equipment which can be forded is contained in
the respective waterproofing instruction.

17 When a formation is taking part in an amphibious operation, the load on ES personnel will
undoubtedly increase because, in addition to waterproofing their own equipment, ES personnel will have
to assist their dependent units. Consequently, it will probably be necessary to call in outside assistance,
either to carry out the inspection of equipment or to assist in the waterproofing effort.

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CHAPTER 4

DRIVING OF WATERPROOFED EQUIPMENT AND BEACH RECOVERY

CONTENTS

Para

1 Introduction
Driving waterproofed equipment on land before fording
3 Kit, waterproofing, semi-permanent
Driving during fording (CAUTION)
4 Beach gradient
Driver responsibilities
5 Driving of fording vehicles
Co-driver responsibilities
12 Co-Driver primary duties
13 Co-Driver secondary duties
Driving across beaches and after fording
14 Post ford driving
Driver training for fording operations
22 Training
25 Beach recovery and drowned vehicle park

INTRODUCTION

1 In an amphibious operation, vehicles will usually be carried in landing craft and discharged direct
from these craft probably through a water gap on to the beaches beyond. Before and after loading into
landing craft, vehicles pass through several stages of waterproofing. They are then ready to carry out their
battlefieldmission after the beach landing. Waterproofing and other operations are as follows:

1.1 Preparation servicing and inspection of stage 'A' waterproofing in unit lines. Then movement
to the loading areas.

1.2 Waterproofing loading areas. Stage 'B' waterproofing may be carried out here, on a Landing
Platform Dock (LPD) or on a Landing Ship Dock (LSD) during a sea voyage.

1.3 Amphibious landing, where the fording of the water gap is carried out crossing the assault
beach.

1.4 Completion of stage 'C' de-waterproofing, after which the equipment battlefield mission can
be carried out.

1.5 Completion of stage 'D' de-waterproofing and equipment post-ford servicing.

2 Conditions will vary for each operation. The maximum number of vehicles will be required as early as
possible after the initial assault, and the successful landing of serviceable vehicles will depend to a great
extent on the experience and stage of training of each driver.

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DRIVING WATERPROOFED EQUIPMENT ON LAND BEFORE FORDING

Kit, waterproofing, semi-permanent

3 Letters are used to describe the various stages of waterproofing. The application of semi-permanent
waterproofing is broken down into two stages:

3.1 Stage 'A'. This is the initial fitting of most of the waterproofing items including the bulk of the
VM work. This stage may be completed at the production build standard of the equipment by the
manufacturer or by fitting a stage 'A' modification kit any time during the normal life of the equipment.
There is no restriction on mileage that the equipment may cover after this stage has been completed.

3.2 Sta • e 'B'. These are the final tasks before fordin • .

. After Stage 'B' has been completed, pre-fordrunning time should be restricted to 15
minutes and a final check on the waterproofing before disembarkation is essential.

DRIVING DURING FORDING

CAUTION

ENGINE DAMAGE. IF THE VEHICLE FAILS DUE TO ENGINE STOPPAGE, ENGAGE NEUTRAL
AND DO NOT ATTEMPT TO RE-START. WATER MAY HAVE ENTERED THE ENGINE BY THE
EXHAUST PIPE AND CAUSED A HYDROSTATIC LOCK. USE OF THE STARTER MOTOR
COULD HAVE CATASTROPHIC RESULTS.

Beach gradient

4 The landing craft is trimmed to the gradient of the beach prior to landing to prevent grounding by the
stern when retracting. On a steep beach the landing will be dry but on a flat beach it will be wet and
vehicles may have to drive off into any depth up to 1.5 m of water including ramp angle, wheel sink and
wave height.

DRIVER RESPONSIBILITIES

Driving of fording vehicles

5 Drivers must be trained and practiced in driving through water in order to get the feel of their vehicles
under these conditions. They should be practiced in driving down steep slopes into water, so that the
essential experience, skill and confidence can be gained to drive a vehicle down a landing craft ramp into
the sea. This type of training also covers driving down a river bank, which can be considered in the light of
a landing craft ramp. It is at the moment of entering the water that most cases of 'drowning' occur and this
can generally be traced to inexperienced driving.

6 Fording in deep water bears little relationship to normal driving. Once immersed, the engine and
transmission can become relatively silent and forgotten. The vehicle appears slow to respond to the
wheel, hence there is a tendency for the beginner to over-steer. With waves following the vehicle or when
landing on a falling tide, the driver may have doubts about his forward motion, but a quick check against
objects on the far shore will be reassuring.

7 Driving instructions for prepared fording are contained in the waterproofing instruction for each
vehicle. When fording with normal GS vehicles, bottom gear low ratio is most suitable; but for some
s ecialised e ui ment, this ear may be too low.
Ensure before leaving the landing craft that all-wheel drive is engaged. Rear
axle differential locks if fitted may be required to be engaged. To prevent flotation of some vehicles, the
waterproofing instruction calls for the cab doors, tailboard or rear door to be propped open. This ensures
rapid flooding of the vehicle body. Drive slowly down the ramp ensuring that the approach is 'square' so
that the minimum amount of steering is required when the vehicle is actually on the ramp. On entering the
water, depress the accelerator and maintain a steady speed until the beach exit or firm ground is reached.
Some wet sand can be very soft and wheel spin may occur when the rear wheels touch the ground.

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8 In the water the driver must keep his foot down on the accelerator, and ensure that it does not slip
off, as there is a tendency for the leg to rise when the cab of the vehicle fills with water. If a hand throttle
or throttle stop screw is fitted it should be so adjusted that should the driver's foot slip off the accelerator,
the engine will not 'die'. Except for fully tracked vehicles, the clutch must on no account be used while the
vehicle is moving down the ramp or in the water. Do not attempt to change gear in any type of 'B' or 'C'
vehicle.

9 Drivers must ensure before leaving the landing craft, that a suitable towrope equipped with a
throwing line is fitted to the front end of their vehicle. It should be readily accessible to the co-driver. If for
any reason the vehicle fails in the water, the co-driver will hold the towrope ready for immediate coupling
to the recovery vehicle. Gun detachments must be ready to manhandle their equipment, and' will carry
drag-ropes for this purpose. Every effort must be made to prevent a 'drowned' vehicle/equipment blocking
the way of the next vehicle leaving the landing craft.

10 If the equipment 'bogs down' and engine stalling can be avoided, engage neutral and keep the
engine running at a fast tick-over and wait for recovery. Drivers must remember that if their vehicle fails in
the water and is impeding the flow of traffic, it may be pushed or towed out of the way and not immediately
recovered to the beach. The all-important aim is to get as many vehicles ashore in fighting condition in the
shortest possible time.

CO-DRIVER RESPONSIBILITIES

11 The Co-driver has a key role to play when fording 'B' type vehicles from ship to shore and back to the
ship. When a vehicle is prepared for fording the co-driver is to make a final check that the recovery rope is
fitted correctly and is ready to deploy if the vehicle should become a casualty when crossing the water
gap.

Co-Driver primary duties

12 The co-driver primary duties are:

12.1 If the vehicle "drowns" or becomes "bogged down" during daylight hours the co-driver is to
signal the Beach Recovery Vehicle (BRV) by use of hand signals that the vehicle requires recovery.

12.2 Durin dark hours the co-driver is to be in possession of

signaling the BRV that the vehicle requires recovery.

12.3 The driver is required to remain in control of the vehicle. The co-driver has sole responsibility
for preparing the recovery rope for transfer to the BRV and passing by signal to the BRV that the
vehicle is ready to be recovered. •

12.4 He is the primary communication link between the BRV and the driver of the vehicle.

Co-Driver secondary duties

13 The co-driver secondary duties are:

13.1 The co-driver is to assume the role of "look out" for potential dangers when crossing the
water gap from ship to shore and passing this information to the driver.

13.2 The co-driver is to be the "safety person" should the driver become snagged at any time
when evacuation from the vehicle may be required.

13.3 The co-driver is to ensure that both he and the driver are suitably equipped and have the
Vehicle Crew Lifejackets (VCLJ) fitted correctly.

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DRIVING ACROSS BEACHES AND AFTER FORDING

Post ford driving

14 Once the beach has been reached, drivers must not stop at the water's edge. They should drive
straight across the beach as directed, through the exits to the beach transit areas.

15 Drivers should not normally change gear on a beach until the beach roadway is reached. By
changing gear, engine speed may be reduced, causing loss of momentum and consequent bogging of the
vehicle, or causing a badly running engine to stop altogether. It is, however, permissible to change gear in
the following circumstances:

15.1 On long firm beaches where there is little or no danger of the vehicle sticking, and to avoid
unnecessary overheating of the engine.

15.2 On hard stony beaches which are negotiated more easily in second gear.

15.3 On beaches where a higher vehicle speed is required in order to cross strips of soft sand.

16 After leaving the water, brakes will be ineffective until the components have dried. Brakes should be
applied for short distances while moving, to dry them out thoroughly. Until the brakes are dry, drivers must
keep a greater safety distance than usual from vehicles in front. If a vehicle is left with the brakes wet,
brake seizure may occur due to the action of salt water.

17 On reaching the beach transit area, de-waterproofing stage 'C' tasks should take no longer than 15
minutes to complete. It is permissible for the equipment to drive for one hour from the landing area before
this stage is completed. After stage 'C' de-waterproofing, the equipment is capable of completing its
battlefield mission.

18 Certain stage 'D' de-waterproofing tasks may need to be completed within 40 km (25 miles) from the
point of disembarkation, if operationally possible. Stage 'D' tasks should be completed as soon as
conditions permit before or after completion of the battlefield mission.

19 The surfaces of different beaches can vary considerably and drivers should be able to recognise the
various types in order to use the appropriate driving technique. These difficulties will have been borne in
mind when the routes and exits from the beaches were originally selected. The main types of beaches are
shingle and sand and the techniques to be used are detailed below:

19.1 Shingle, rocky and stony beaches. Provided that vehicles are not allowed to stop and that
pushing parties are available, loose shingle beaches can be negotiated. Bottom gear should be used.
For hard stony beaches, provided the stones are not covered with slippery seaweed and the beach is
not steep, change into second gear when the vehicle is clear of the water's edge.

19.2 Sandy beaches with wet patches. Hard sand with wet patches is not difficult to negotiate,
although the wet patches may affect the steering. These patches are easily recognised as being
darker in colour than hard sand. They must be crossed with front wheels straight and without any
reduction in speed. Pools of water should be avoided if possible, because their depth and underwater
surface are uncertain. If unavoidable, they should be reconnoitred first on foot and then crossed
cautiously.

19.3 Hard sand beaches with strips of soft sand. A strip of soft sand may be found between
the high water mark and beach exits, although the remainder of the beach is firm. These strips
should be approached as fast as possible either in bottom or second gear. The wider the strip, the
lower the gear. Changing gear on the strip is not recommended, as momentum is lost. All-wheel
drive must be used and the steering wheel held firmly keeping the front wheels straight. Turning
should not be attempted unless absolutely necessary: If the vehicle should stick in the sand, the
driver must back out at once. By rocking the vehicle backwards and forwards a firm patch can be
made to enable it to be reversed out.

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19.4 Soft sandy beaches. These are the worst conditions likely to be encountered, and it is
useless to attempt to rush the beach as is done with the strips of soft sand as in Para 19.3 above.
The vehicle tyres pressure which may have been lowered for fording will afford some assistance to
the tractive effort but vehicles may still require manual assistance before they reach a hard surface or
a prepared beach roadway. No attempt should be made to approach a soft sandy beach at an angle
and the beach slope should be taken head on in bottom gear, using low reduction gear when fitted.
If the vehicle loses forward momentum the driver must stop as wheel spin will only cause the vehicle
to sink in deeper. Recovery procedure as detailed hereafter must be taken.

20 On large scale landings, and prior to the first wave of 'B' vehicles to be landed, a 'Class 30 Assault
Trackway' will be laid right up the beach. This trackway provides a hard surface, and as soon as vehicles
are clear of the water, drivers can resume normal driving.

21 The procedure detailed above refers to wheeled vehicles. Tracked vehicles generally present no
difficulties. Turning places for this equipment should be chosen on ground which has some support such
as heather or other vegetation growing on it.

DRIVER TRAINING FOR FORDING OPERATIONS

Training

22 Training courses for driver training of vehicles and equipment for fording operations is the
responsibility of the Training Wing, 11(ATT) Sqn, 1ASRM, Instow. It is pointed out in Para 5 that most
causes of failure are attributable to inexperienced driving and it is, therefore, essential that all drivers
taking part in an amphibious operation must be suitably trained for this task.

23 Sufficient time, equipment and facilities for this training must be allotted. The driver's training falls into
five main stages:

23.1 Handling of vehicles on and off ramps of landing craft. Before exercising with the actual
craft, this can be practised ashore with mock-up ramps or earth banks.

23.2 Stowage of vehicles in landing craft. This is best done in the early stages using taped
spaces representing landing craft stowage areas.

23.3 Beach driving. The handling of vehicles on sand, shingle, or mud similar to the nature of
the beach to be assaulted.

23.4 Beach control. Traffic control in conjunction with the Beach Provost Section.

23.5 Waterproofing and de-waterproofing. This type of training is dealt with in greater detail in
Chap 2.

24 When drawing up a programme for driver training, it is important to remember that some vehicles
taking part in an operation with any particular unit may come from other supporting units, e.g. RA, RLC or
REME. The drivers of these vehicles must undergo training identical to that carried out by the RM drivers
and they should, if possible, be included with the latter while training is being carried out. Every driver
taking part in an amphibious operation must be given the opportunity of driving a vehicle under fording
conditions so that not only will he feel what it is like to drive in a semi-immersed state, but he will
appreciate how the vehicle reacts while fording.

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BEACH RECOVERY AND DROWNED VEHICLE PARK

25 In any fording operation, a beach recovery detachment is essential, since one vehicle drowning at
the foot of the ramp or bogging down on the beach roadway or,in a narrow exit, can bring disembarkation
to a complete standstill. The primary aim of the beach recovery section is to maintain a clear passage
from ship to shore and across the beaches in order that the maximum number of equipment should reach
the forward area in the shortest possible time. The secondary task as opportunities arise is the recovery of
drowned equipment to the drowned vehicle park so they can be put back into fighting condition by the
drowned vehicle team as quickly as possible.

26 The main e ui ment used is a Beach Recove Vehicle (BRV) which is able to operate safely in
. For operations on the dry beach a standard
recovery vehicle is used.

27 Since the BRV may be required at the outset of a landing,

with its duty confined to keeping clear the route between the shi 's ram• and the beach
roadwa In the earl sta es of the o aeration, the BRV

28 If a vehicle has failed in the water gap, the BRV will be detailed to assist. The driver of the drowned
equipment should have his vehicle in neutral and the co-driver or crew member should be holding the
throwing line attached to the tow rope for immediate coupling to the recovery vehicle. For speed it may be
necessary for the BRV to resort to pushing rather than towing, but whatever method is to be adopted will
be indicated by the BRV commander to the crew of the drowned vehicle. His instructions must be obeyed.

29 There is little that crews can do on the 'self-help' principle during fording other than that already
detailed in Para 9. Once having reached the beach or at about 2 ft. of water, manual recovery may .be
used to augment the resources of the beach recovery section. Pushing parties are of great assistance on
soft ground, but pushing must always begin before the vehicle comes to a halt. Pushing must always take
place from the rear of the vehicle and must be upward as well as forward in order to lift the weight off the
wheels. Pushing parties are only effective on equipment carrying a load of not more than 4 tonnes. If a
vehicle has to be,dug out of soft sand, the following rules must be observed:

29.1 See that the front wheels are pointing straight ahead.

29.2 Select a parking place on firm ground to which it is intended to drive the vehicle once it is
movable.

29.3 Select bottom gear, all-wheel drive and low reduction and drive slowly forward to firm
ground.

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CHAPTER 5

TREATMENT OF DROWNED VEHICLES AFTER RECOVERY

CONTENTS

Para

Introduction (CAUTIONS)
1 General
5 Causes of failure
6 Precautions 'A' vehicles
12 Precautions 'B' and 'C' vehicles
Vehicle repairs
17 Vehicle disposal
19 Movement of 'A' vehicles
20 Diagnosis and remedial action for all drowned vehicles (WARNINGS) (CAUTION)
23 Check for hydrostatic lock, Diesel engines
24 Water contamination, Diesel engines (CAUTION)

Table Page

1 Workshop remedial action 6

INTRODUCTION

CAUTIONS

(1) ENGINE DAMAGE. IF A VEHICLE HAS STALLED DURING ANY FORDING, NO

ATTEMPT SHOULD BE MADE TO RE-START THE ENGINE AS SERIOUS INTERNAL DAMAGE
WILL RESULT FROM THE EFFECT OF AN ENGINE HYDROSTATIC LOCK.

(2) ENGINE DAMAGE. IF A VEHICLE HAS FAILED DURING AN AMPHIBIOUS LANDING

NO ATTEMPT SHOULD BE MADE TO RECOVER THE VEHICLE WHILST IN GEAR AS SERIOUS
INTERNAL DAMAGE TO THE ENGINE WILL RESULT FROM THE EFFECT OF AN ENGINE
HYDROSTATIC LOCK.

(3) EQUIPMENT REPAIR. THE INSTRUCTIONS IN THIS CHAPTER MUST BE COMPLETED

BY A VEHICLE MECHANIC.

General

1 The aim of this AESP is to give guidance on the repair of drowned vehicles. It covers:

1.1 Failure of waterproofed vehicles during Fording.

1.2 Accidental drowning of non-waterproofed vehicles.

2 Failure during fording may be relatively simple to rectify since it is possible that only one component,
is affected. During amphibious operations, it is a vital vehicle mechanic task to make these vehicles
operational again as quickly as possible at the Drowned.Vehicle Park (DVP).

3 Complete flooding of vehicles that have not been waterproofed, is much more serious and will
inevitably result in extensive workshop repairs WHICH MUST BE STARTED AT ONCE before further
damage occurs. All equipment must be back loaded for Level 4 (L4) repairs within 24/48 hours and HQ's
ES staff is to action the relevant DE&S PT managing the equipment for transport and repair.
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4 During recovery, it is essential that the drowned vehicle's transmission should be disengaged.

Causes of failure

5 The main causes of failure are:

5.1 Mechanical and/or electrical component system failure either due to incorrect
waterproofing or in the case of 'A' vehicles, flooded engine and crew compartments.

5.2 Stalling due to poor driving, obstacles, soft sand or mud.

5.3 By fording too deep, i.e. in a depth greater than that specified for the equipment.

Precautions 'A' vehicles

6 Disengage the drive from the main engine to the transmission before the vehicle is moved.

7 Remove all ammunition, pyrotechnics and any other form of explosives.

8 Where fitted, Laser range finders will be locked in the 'SAFE' position.

9 Remove all hull drain plugs.

10 Vehicles which have drowned in sea water remove and drain the batteries; keeping your face well
clear of the battery vents in case chlorine gas is trapped in the battery cells.

11 Where possible, wash down thehull interior with fresh water.

Precautions 'B' and 'C' vehicles

12 These precautions to be observed are also related to other soft skinned vehicles, such as 'C'
vehicles and plant equipment.

13 Do not attempt to start the main engine or tow the vehicle whilst in gear.

14 Whilst towing the vehicle in neutral, the efficiency of the vehicle brakes will be degraded, so towing
speed should therefore be kept to a minimum.

15 DO NOT attempt to start the engine until the checks detailed in Para 23 are completed.

16 Disconnect the vehicle and radio batteries; if the batteries are flooded with sea water, keep your face
well clear of the battery vents.

VEHICLE REPAIRS

Vehicle disposal

17 It is imperative that all vehicles which have drowned should be admitted to a designated workshop
for repair with the least possible delay. This is particularly important where vehicles are fitted with
specialised electronic equipment, because corrosion and deterioration develops rapidly unless speedily
rectified.

18 The drowned vehicle must be recovered as soon as possible. Full details are to be telephoned
through normal ES channels to the relevant DE&S PT for the equipment, who must arrange immediate
repair.

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Movement of 'A' vehicles

19 The unit concerned will arrange with the local Transport and Movements Office Royal Logistics
Corps (RLC) for the immediate movement of the vehicle from its recovered location to repair workshops
as appropriate. Movement of the vehicle must not be delayed beyond 24 hours and the local HQ's ES staff
will ensure that the necessary priority is allocated to this movement.

Diagnosis and remedial action for all drowned vehicles

WARNINGS

(1) HEALTH HAZARD. PX-24 IS A TOXIC SUBSTANCE WHICH MUST NOT BE

CONSUMED. AVOID CONTACT WITH SKIN AND EYES. WEAR PROTECTIVE GLOVES AND
GOGGLES WHEN HANDLING PX-24. IN THE EVENT OF SLIGHT SKIN/EYE CONTACT,
THOROUGHLY RINSE THE AFFECTED AREA WITH WATER. IF THERE IS EXCESSIVE SKIN/
EYE CONTACT OR INGESTION SEEK MEDICAL ATTENTION IMMEDIATELY.

(2). NO SMOKING OR NAKED FLAMES. USE ONLY IN WELL VENTILATED AREAS.

CAUTION

ENGINE DAMAGE. PX-24 IS A WATER DISPLACING FLUID AND NOT A LUBRICANT. IT HAS
A LOW FLASH POINT AND IT IS IMPORTANT THAT THE ENGINE IS NEVER RUN WITH THE
SUMP FILLED OR PARTIALLY FILLED WITH PX-24.

20 Where waterproofed vehicles drown whilst engaged in amphibious assaults across beaches, failure
may be due to defective waterproofing of one particular component. Diagnosis and rectification is not a
major problem and on average, a drowned waterproofed vehicle can be returned mobile using procedures
contained in Para 23 and 24.

21 Drowned vehicles which are not waterproofed, will require greater effort to make them serviceable.
Table 1 outlines the procedures and must be read in conjunction with Para 23 and 24. It should be noted
that Table 1 is only a guide and there may be additional tasks depending on the vehicle design.

22 Vehicle mounted or transported equipment such as radio installations, guided weapon sets,
armaments and associated stores will require immediate treatment. Where possible, release trapped
water, spray internally and externally with PX-24. Equipment should then be immediately delivered to a
workshop so that repairs can be carried out with the minimum of delay in order to reduce corrosive
damage to the equipment.

Check for hydrostatic lock, Diesel engines

23 If the equipment has been subject to prepared fording, check that the crew have completed de-
waterproofing stage 'C' of the AESP Category 421. The following procedure to eliminate engine
hydrostatic lock must be completed for all drowned vehicles:

23.1 Check the engine air cleaner and engine air intake hoses for water contamination. Remove
all traces of water. Replace the air cleaner filter with a new one, if possible. If new ones are not
available, dry out the old element before re-fitting.

23.2 If fitted, remove the inter-cooler drain plugs and drain off any water contamination. Refit the
drain plugs.

23.3 Check for hydrostatic lock. Remove the fuel injectors or engine glow plugs, turn the engine
by hand. If water is expelled, operate the starter motor for short periods to hasten the ejection of
water.

23.4 Fill each engine cylinder with PX-24, turn the engine until all fluid is expelled.

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23.5 It may be necessary to siphon the PX-24 out of some piston crowns, depending on the type
of piston fitted to the particular engine.

23.6 Refit engine fuel injectors and glow plugs.

NOTE

If the engine cannot be turned by hand, it may be seized with catastrophic internal damage. This
may ultimately require a replacement engine assembly.

Water contamination, Diesel engines

CAUTION

ENGINE DAMAGE. IN CASES WHERE THE OIL LEVEL IS EXCESSIVELY HIGH, THE ENGINE
MUST NOT BE RUN UNTIL THE PROCEDURES DETAILED IN PARA 24 HAVE BEEN
COMPLETED.

24 Check the engine oil level. If the oil level is not excessively high, the engine can be run without
changing the oil immediately. Start the engine, it may run erratically at first, but as the engine warms up,
the performance should return to normal. If the level is above the FULL mark, water entry into the sump
must be suspected. Visually examine the oil for emulsification (a yellow milky appearance will indicate the
presence of water in the oil). If water is present, complete the following procedures:

24.1 Drain the sump (removing all drain plugs).

24.2 Remove the oil filters, drain and refit.

24.3 Replace the drain plugs and fill the sump to 2/3 capacity with PX-24.

24.4 Remove the fuel injectors or glow plugs.

24.5 Turn the engine by hand to agitate the PX-24.

24.6 Drain off the PX-24 (remove all drain plugs) from the sump.

24.7 Replace the oil filters with new ones, if possible. If new ones are not available, wash out the
old filters with PX-24 and saturate with clean engine oil before refitting.

24.8 Refit the injectors and glow plugs.

24.9 Refit drain plugs and fill the sump with the correct grade oil to the normal level.

24.10 After changing the engine oil, the engine should be run for 10 minutes on a fast tick over.
Recheck engine oil and repeat the procedure as necessary.

NOTE

The warm air flow from the radiator is the best means of drying out the engine compartment.

25 When the engine starts, check the oil pressure gauge or low pressure warning light for normal
behaviour. If no oil pressure is registered after one minute, switch off the engine and trace the cause. If
pressure is registered, but abnormal fluctuations are shown, it is probable that water is still present. Run
the engine for 10 minutes and examine the oil. Should water be present, drain and refill with fresh oil.

Chap 5
Page 4 OFFICIAL Jul 17
ARMY EQUIPMENT OFFICIAL 2300-A-600-013
SUPPORT PUBLICATION

NOTES

(1) It is practically impossible to clear every drop of water from a lubrication system using these
first aid treatments, but the contamination can be reduced to an acceptable level and avoid damage
to the engine. The oil should be examined regularly and drained and replenished at the earliest
opportunity.

(2) Where the equipment is urgently required, the following may apply: if only slight discoloration
or rise in the level is apparent, it should be possible to defer draining and refilling until the situation
allows or stage 'D' of the waterproofing AESP to be carried out. Even with moderate contamination
flushing with PX-24 can be omitted and a straight drain and refill carried out. With heavy
contamination (above 15% water entry), full flushing procedure is necessary.

Chap 5
Jul 17 OFFICIAL Page 5
2300-A-600-013 OFFICIAL ARMY EQUIPMENT
SUPPORT PUBLICATION

TABLE 1 WORKSHOP REMEDIAL ACTION

Ser Component Remedial action

(1) (2) (3)

Engine and Transmission

1 Engine Drain oil, flush with PX-24, drain and refill with clean oil
2 Engine oil filter Drain and flush or renew oil filter
3 Gearbox and transfer box Drain oil, flush with PX-24, drain and refill with clean oil
4 Drive axles Drain oil, flush with PX-24, drain and refill with clean oil
5 Engine air filter Clean system of water, renew filter element
6 Turbo charger inter-cooler Drain off any water contamination
Brake systems
7 Air servos Clear system of water contamination
8 Hydraulic servos Check hydraulic fluid, drain and renew if contaminated
9 Air compressor Check oil, drain and renew if contaminated
10 Compressed air reservoirs Drain storage tanks and clear any water contamination
11 Air pipes Clear pipes of water contamination

Electrical items

12 Starter motor Wash with PX-24

13 Alternator Wash with PX-24
14 Battery Drain contaminated electrolyte, refill with clean electrolyte
15 Instrument panel Spray with PX-24
Electronic Control Units
16 Replace damaged units
(ECUs)
Clean connectors with PX-24. Replace damaged
17 Wiring harnesses
harnesses
18 Fuse boxes Clean and spray with PX-24. Replace damaged fuses.
19 Electrical relays Replace damaged relays
20 Vehicle lights Dismantle, clean and spray bulb connections with PX-24
Fuel systems

21 Fuel tank Drain fuel tank, refill with clean fuel

22 Fuel sediment and filter unit Drain off contaminated fuel. Renew filter
23 Fuel pipes Clean pipes of contaminated fuel
24 Fuel pump Operate until clear of contaminated fuel
Drain off contaminated fuel from cam casing and fuel
25 Fuel injection pump
gallery

26 Remove and connect to the injection pump. Operate until

Fuel injectors
all traces of contaminated fuel are removed

Chap 5
Page .6 OFFICIAL Jul 17
 ARMY EQUIPMENT AND SUPPORT PUBLICATION (AESP) AND ELECTRICAL AND
MECHANICAL ENGINEERING REGULATIONS (EMER) - FORM 10

*IS THIS SAFETY RELATED? Yes No

Tel

Oarnini. tjk Post to Form 10 Cell

Lang Equipment
(640‘e e_coPY of the form and email to the above Elm 3b #4013
•If the link fah, copy address and paste
emai client) MOD Abbey Wood
Bristol.
BS34 8JH
O MOORS DETAlts
4 dresi *Name
Rank / Grade
*Phone
''Senderslieferince
moito Raised
• E-Mail Eqpt Asset Code (If applicable)

AESPIEMER DETAILS
*FugTide of AESP/EMER
(Not the AESP/EMER

Ediikm N' *Amendment *Chapter *Page *Paragraph Figure instruction Other

*Comment*: If additional information is to be *implied, please e-mail with the Form 10 as separate attachments.

FORM.10 CELL USE

*Date Received _ *Form 10 Reference
*Date Sent to PT / SME Problem Report

PR get TEAM ISIDE RESPONSE TO COMMENTS:

Project Teem (PT) ISME *Sponsors Name
* -• Rank r Grade
Phone
*Email *Date Received,
Mario: Mark:.
*The following action: is to be carried out:
- Issue a revised/ Otied AESP/EMER: Under investigation:
Incorporate comments) in Mute arnerxiMents: No action required:
Remarks:

SPONSOR/PT FINAL CLOSURE STEPS Mark: Form 10 Cell notified of Date action taken Date:
Forth 10 Originator nOtified of the action

AESP Form 10 (Issue 6.2 dated July 13)

* Mandatory Fields for Originator
* Mandatory Fields for Sponsor.
 ARMY EQUIPMENT AND SUPPORT PUBLICATION (AESP) AND ELECTRICAL AND
MECHANICAL ENGINEERING REGULATIONS (EMER) - FORM 10

Form 10 Guidance

Form 10 can be found within the AESP or, as a template, from the JAMES Portal (Hot Topic — Forms) &
TDOL (FORM10).
Originator responsibility is to enter the following details marked *:
• In the AESP/EMER Number: cell enter the full document number e.g. AESP 1256-1-400-711.
• Is this Safety Related? — select Yes or No as appropriate.
• Originator Details:
o Full address Inc Post Code or BFPO NO.
o Originator email address
o Senders Reference — that must be unique.
• AESP Details shall enter the following details:
o The Full Title of AESP/EMER should not include the AESP/EMER Number
o Enter details in all other mandatory fields marked *.
o Additional information relating to the Comments (AESP copies, additional text details or
• photographs) should be attached to the Email at the same time.
• Originator makes up the Form 10 & Sends to Form 10 cell via
o Email: Save a copy of the form and send to DESLE-Form10(mod.uk Copy the address and
paste it into your email client
o Post to Form 10 Cell Form 10 Cell, Land Equipment, Elm 3b #4330 MOD Abbey Wood,
Bristol, BS34 8JH.
o Any AESP that holds a Security marking higher than 'Restricted' should be securely
circulated.
FORM 10 CELL responsibilities:
The Form 10 Cell enters:
• Date Received
• Form 10 Reference
• Date sent to Sponsor
• Register all Form 10 details in the MOSS Form 10 Tracker.
Sponsor Responsibility
The Sponsor will:
• Enter their name, email address & phone contact details.
• Enter Date Received
• Enter Details in the non-mandatory field as & when required.
• Acknowledge receipt of Form 10, within 5 working days, by email to Form 10 Cell.
• Assess the contents of comments and details received.
• Mark the relevant Action box and fill out the Remarks field.
• Enter date when the Form 10 is returned to Form 10 Cell.
• Email copy of completed Form 10, within 6 weeks, to the Form 10 Cell and Originator.
Form 10 Cell on receipt will:
• Record final stage of the Form 10 into the MOSS Form 10 Tracker.
• Close off the Form 10 and archive.

AESP Form 10 (Issue 6.2 dated July 13)

* Mandatory Fields for Originator

* Mandatory Fields for Sponsor.