The cards in this envelope have been designed to give Triumph

garage personnel QUICK, EFFECTIVE and EFFICIENT fault

diagnosis for the Petrol Injection system.
The cards should be used in conjunction with the wallchart on
Petrol Injection Fault Diagnosis.
The diagnosis procedure has been split into six sections with
each section on a separate card as listed below;
Card Number 1, PRIMARY CHECK CARD
Card Number 2. ENGINE WILL NOT START
Card Number 3. EXCESSIVE FUEL CONSUMPTION
Card Number 4. ENGINE MISFIRING OR CUTTING OUT
Card Number 5. ERRATIC IDLING OR LACK OF
RESPONSE
Card Number 6. THE PETROL INJECTION METERING
UNIT TIMING AND FITTING PEDESTAL
SEALS
It is recommended that special note is taken of the first two
paraoraphs on the Number 1 PRIMARY CHECK CARD.
 NOTE: Before any attempt is made to 3. Remove rocker cover-it is
diagnose faults on the Petrol Injection system not necessary to remove
the checks itemized on the PRIMARY CHECK injector pipes-the rocker
CARD MUST be completed. cover can be tilted and
pulled towards the air
cleaner under injector pipes, I''C .. '{1I~_
but it will be necessary to
PETROL INJECTION FAULT DIAGNOSIS remove the two vacuum
pipes from the inlet mani-
From extensive experience It has been noted that garage fold, :~~-~:..L
personnel all too frequently blame the Petrol Injection system Set tappets COLD 0010 in
for faults, whictl, when correctly diagnosed, have been shown (0'25 mm) gap,
to be caused through poor engine tune.
With this in mind the accompanying cards have been pro- NOTE: Engine can be rotated by means of a socket spanner
duced to give QUICK, EFF-ECTIVF AND EFFICIENT fault on the alternator pulley nut.
diagnosis.
4. Check compression pres-
SPECIAL EQUIPMENT REQUIRED sures--engine hot.
To carry out Petrol Injection Fault Diagnosis quickly and Alternatively, check for
efficiently the following equipment is f-SSENTIAL. cylinder leakage using suit-
1. Pressure gauge 0 to 120 Ibf, in- (0 to 84 kg/em l ), Churchill able eqUipment.
Part No. CBW 1 B.
'}. Ammeter 0 to 10 amps and voltmeter 0 to 10 volts.
3. Pressure test adaptor (Churchill No. S 351)
4, 15 ft (4'6 m) of twin cable 28/-012, two nipples soldered on
one end of cable. Cable connector for connection to series
to pump.
f>, Synchro check or similar
carburetter air-flow meter. 5. Static Timing -
6. Vacuum gauge. 25 P.1. 8 B.T,D,C.
1. Wire hook for removing TR6 11 B,T,D.C.
metering unit sealing rings. Turn engine in CLOCKWISE
8. Tool for fitting sealing rings direction (viewed from front
to metering unit. of engine) until pointer on
front cover lines up with
correct mark on crankshaft
damper, No, 1 cylindnr
firing.

SERVICE PRECAUTIONS
The fuel pump should never be switched on while any 6. Re-check timing with engine running using a strobelight.
normally pressuriled part of the fuel system is dismantled. Timing should be:
If it IS necessary to have the ignition switched on to check 2,5 P.1. 8 B.T.D,C, with distributor vacuum pipe dis-
some electrical component fitted to the car, without the engine connected,
running, It is recommended that the fuel pump is Isolated. 22 to 24 BT.D,C. with distributor vacuum pipe
connected.
PRE-DIAGNOSIS CHECK OPERATIONS TR6 11 B.T.D,C. (TR6 does not have vacuum
a, Ensure that there is a sufficlQnt supply of clean fuel in the advance,)
petrol tank.
b. Battery should be fully charged and 111 good condition. 7. Remove airbox. Check tightness of three vacuum adaptors
on inlet manifold. If necessary, renew fibre washers, Ensure
short rubber balance pipes between air intakes are in good
condition and not leaking,
ENGINE TUNE
1. Remove sparking plugs, clean, check and set gaps to
0,015 in (0'63 mm).
2. Romovo distributor cap and
waterproof cover, remove
points, clean, replace and
reset to 0'014 to 0-016 in
(0'35 to 040 mm). Dwell
angle 32 to 38 TR6 and
2'5 P.1.
 Slacken choke fast idle adjustment screw to clear cam in locknut. If no clearance exists, re-adjust screw accordingly
all throttle positions. and re-check engine r.p.m. at maximum cold start position.
Slacken locknut on throttle cable to abutment bracket and
ensure there is free play in the throttle cable. 11. Refit airbox and reset
Slacken locknut on linkage screw 'A' (see illustration). engine idling speed to 750
Start engine. to 800 r.p.m. by means of
Apply a synchro check air-flow meter to one of the rear pair the air valve in the inlet
of air intakes and using adjustment screw 'A' increase the manifold.
engine revs until a suitable reading is shown on the air-flow
meter, i.e. 2 or 3. The rear pair of air intakes are used as the
MASTER SET and the air flow on the two other sets of
air intakes must match the 'master' set.
The butterflies are adjusted
by means of rods on the
linkage, the locknuts slack-
ened and the rod screwed
in or out to alter the air
flow to match the 'master'
set as necessary.
Care should be exercised
when tightening the lock-
nuts on the rods. Hold a
screwdriver in the slot of
the control rod to ensure
the air-flow readings re-
main constant.
Repeat operation for all sets
of intakes. .. , ,.. ::'f_., ,~ , .
Finally, re-check air flow'""'"''' "'. ..';T'""~: .. .'cc ..
through intakes to ensure
uniformity.
Unscrew adjustment screw
'A' to slow-running posi-,
tion.
NOTE: Screw 'A' should not
touch bracket at 'B' dur-
ing the next operation.
Place thumb over slow-run- 11111" ... ''"'' ...
ning valve. Engine should _.. ('<'\i?"-JX...... I
stall. .ft.!
If engine continues to run, one set of butterflies is leaking and
the adjustment procedure must be repeated.
Finally, screw in adjustment screw 'A' to just touch bracket at
'B'. Tighten locknut.
9. Fit vacuum gauge and T
piece to centre inlet mani-
fold.
Vacuum readings
(at 800 r.p.m.) :
2'5 P.1. 10 to 12 in vacuum
(33'8 to 40'63 kN/m 2)
TR6 7 to 8 in vacuum
(23'7 to 27'0 kN/m 2 )

10. With the engine idling, pull

the cold start cable to its
maximum position and turn
the adjustment screw, which
acts on the cam, until the
engine speed rises to ap- Issued by:
proximately 1,800 to 2,000
r.p.m. Release the cable and ~Triumph
ensure there is clearance
between the cold start cam SALES AND SERVICE TRAINING CENTRE
and screw, then tighten
COVENTRY ENGLAND
 Hifll(! yeu cemplefed tlte Pn'ttuuy (tlrd checks r
If not, refer to card No. 1 before attempting
further Fault Diagnosis. 3. Fit pressure test adaptor
(Churchill No. S 351) be-
tween petrol feed pipe and
metering unit as shown.
Using pressure gauge 0 to
ENGINE WILL NOT START 120 Ibfjin" (0 to 84 kgf/
1. Switch on ignition and check for audible operation of pump. cm"), Churchill No. CBW
1B, check pressure which
should read 100 to 110
Ibf/in" (7,05 to 77 kgf/cm').

Check inertia cut-out switch.

Push switch down to com- If a low pressum reading is obtained, adjust the pressure relief
plete pump circuit. valve as follows:
Switch off ignition.
CAUTION: Before dismantling any fuel pipes or connections
the immediate area of the connections should be covered
with cotton waste to prevent petrol contaminating the
interior of the boot. If this is not done, complaints may be
received of petrol smells in passenger compartment of the
car.
Do not try to clamp nitrile spill-back pipe otherwise damage
will occur. The pipe should be plugged.
Check for blocked fuel
filter.
Check pump connections.
Disconnect spill-back pipe
at valve end. Using a Pozi-
driv type of screwdriver, turn
nylon screw CLOCKWISE to
INCREASE or ANTI-
CLOCKWISE to DECREASE
the pressure.
Pump inoperativE) :
Check pump end-float.
Remove pump and dismantle motor from pump
-check brushes.
--check for gear seizure. NOTE: It is most important that the nylon adjusting screw is
not rotated more than one complete turn in either
direction. If the line pressure does not react when the
2. Remove No.1 injector from nylon screw has been adjusted to the maximum, the relief
inlet manifold. Apply full valve is faulty and should be changed. All new relief
choke and crank engine to valves are factory set to the correct pressure; do not
check for petrol spray from disturb the adjustment screw.
injector.
CAUTION: Place end of in
jector in glass jar to
prevent fuel being
sprayed over the engine. No pressure:
Check operation of relief valve by substitution; fault is in
relief valve or adjacent pipes.

No spray from injector:

To ensure injector is not faulty, cross-check by removing
No.6 injector and check spray.
Issued by:

~Triumph
SALES AND SERVICE TRAINING CENTRE
COVENTRY ENGLAND
 Htlve y()u'C(uI1pleted the Prll1ltll'y Ctltd checks ~
If not, rofer to card No. 1 before attemptin~J
further Fault Diaunosls.
EXCESSIVE FUEL CONSUMPTION
CAUTION: Before disconnecting any fuel pipes or connec-
tions the immediate area of the connections should be
covered with cotton waste to prevent petrol contaminat-
ing the interior of the boot. If this is not done complaints
may be received of petrol fumes in tho passenger com-
partment of the car.

1. Check for fuel leakage from all connections and metmino

unit mounting pedcstnl senls.
2. Check excess fuel lever IS
Check excess fuel levor
c1f)nranc'1 between lever ad
;usting screw. (Fully re
turned) 0004 to 0008 in
(1),1 to 02 mml.
returning to the OFF position.
NOTf. It Ib rnoht importilnt that the nylon adjuhting screw ih
Do not try to clamp nitrile
spill-back pipe otherwise
damage will occur. Pipe
should be plugged. Discon-
nect spill-back pipe at valve
end. Using a Pozidriv type
of screwdriver, turn tho nylon
screw ANTI CLOCKWISE:
ro DECRI::ASE: the pros
sure.
not turned mom thdfl ON F complete turn in (lither
direction. 11 thll line pressure does not react whon the
nylo'1 SCreW has boen adjusted to the maximum the relief
valve IS faulty dnd should be changed
All new reliuf valves are factory set to tlw (.orrect pressure,
do not distwb It'o adju:,tment screw.

Check for excess Bowden cable fot,ling on bulkhead cut off

as necessary.

3. Check tlghtnes~ of screws

~ecunng the calibration
cowr to the metorlnn unit.
If loo3e, air may be dmwn
in thereby rcdut:in~J the do
pmsslon III the n1etering
control unit.

4. Check prcssur& as fol

lows:
ht wessum tost adaptl)r
(Churchill No S 3(1) be
tween petrol feod pipe ilnd
metoring unit as shown.
Usin~J pressure gduge 0 to
120 Ibf In' (0 to 8-4 kgf,
cm '), Churchill Tool No
CBW 1 Sf check line pres
sure which should read 100
to 110 Ibf 1f1' (7 05 to 1-"1
kUf. cm-) With the car static.

Check the IIpo IHI,JSbdW 'eadlf1!1 dunno road tebt.

The PfPSSllfe III the pet'ol HlJoctlon <,ystPf)' should reflldHl
const<U't under any nortl'al con(!Ition~).
{~Triumph
If a '1Igh pr()<'bure readlllH '" Otlldl'wd adjust tlw preShllW
relief valve dS follows: SM ES AND Sf RVICE TRI\ININ<.l Cf (\, 1 HE
SWltcll off I\lnltl()n
CCJVf NT HY ENGLI\ND
 Nave y'u completed the Primary tttld checks P
If not, refer to card No. 1 before attempting
further Fault Diagnosis.
ENGINE MISFIRING OR CUTTING OUT
IMPORTANT: A dribbling injector will cause a misfire on
ONE cylinder only. A blocked injector will cause mis-
firing on TWO cylinders, Le. cylinders will misfire in
engine firing order. If NO.1 cylinder misfires, so will NO.5
Engine firing order 1, 5, 3, 6, 2, 4.

4. Metering unit delivery union ,[-'-"---

ENGINE MISFIRING non-return valve faulty on
relevant cylinder.
1. Check for low fuel condition. -IVvvv,",-,

2. Check excess fuel lever is returning to the OFF position.

Check excess fuel lever
clearance between lever ad-
justing screw. (Fully re-
turned) 0'004 to 0008 in
(0'1 to 02 mm).
3. Remove each injector in f
turn and check for correct
spray pattern.
NOTE: Ensure other injec- "
tors are secured. Place"
~nd of injector in glass \
!~~l:~~\~r~~:a:~dm~~:. !\rg~~:.;;
Q ~-~-_...:,:. . ~g
If injector dribbles, remove ~' ..
injector from pipe and blow I
out with compressed air.:
CAUTION: The filtered com- k
pressed air pressure .
MUST NOT exceed 80 ' ,
Ibfjin! (5'6 kgfjcm ) and .
1 .
should only be used for
short periods, otherwise
the injector may be:
damaged. I
II
IL~,_~ __... . __ ..- _
5. Fit pressure test adaptor
(Churchill No. S 351) be-
tween petrol feed pipe and
metering unit as shown.
Using pressure gauge 0 to
120 Ibfjin' (0 to 84 kgfl
em') (Churchill No. CBW
1B), check line pressure
which should read 100 to
110 Ibfjin' (7'05 to 77
kgf/cm') with the car static.
Check the line pressure
readings during road test. Thl1 pressure in the petrol injection
system shouid remain constant under any normal conditions_
. f:\~']'\i/)~t/;(i;1Y
"l yr:.,
If necessary, adjust the relief valve as follows:
CAUTION: Before disconnecting any fuel pipes or connec-
tions the immediate area of the connections should be
covered with cotton waste to prevent petrol contaminat-
'. ' ing the interior of the boot. If this is not done complaints
may be received of petrol fumes in the passenger com-
FILTERED
partment of the car.
;,COMPRESSED AIR
f Switch off ignition.
DO NOT try to clamp nitrile
spill-back pipe, otherwise
damage will occur to the
pipe. The pipe should be
plugged. Disconnect spill-

L back pipe at valve end.

Using a Pozidriv type of
screwdriver, turn the nylon
screw CLOCKWISE to IN-
CREASE or ANTI-CLOCK-
WISE to DECREASE the
Refit injector to pipe, start engine and ra-check spray pattern. pressure.
If injector still dribbles, change the injector.
NOTE: If any of the supply pipes are removed from the NOTE: It is most important that the nylon adjusting screw is
metering unit or the injectors disconnected for any not turned more than ONE complete turn in either
reason the engine will misfire on the appropriate injector direction. If the line pressure does not react when the
until the system has bled itself. This operation may take nylon screw has been adjusted to the maximum the relief
two or three minutes before the engine is running normally. valve is faulty and should be changed. '
If the new injector persists in dribbling check adaptor seal All new relief valves are factory set to the correct pressure,
in m,etering unit. (Seal may be changed using appropriate do not disturb the adjustment screw.
speCial tools.)
 Low pressure on road test but normal pressure in the static
position indicates fuel starvation.
Check fuel filter-if dirty, change.
3. The petrol injection fuel pump current consumption is
normally 35 to 5 amps.
Check fuel tank for blockage. If excessive amperage consumption was noted during the
road test, check the pump armature end-float.

Check pressure relief valve for correct operation-by means

()f substitution.
Check pump motor brushes.
6. If the sparking plugs on
Nos. 2 and 5 cylinders are
constantly fouled check
banjo seals on Nos, 2 and 5
injector pipes on metering
unit

ENGINE CUTTING OUT

1. Check alternator belt tension.

Belt slipping and with all electrics in use there is insufficient

current available to provide normal line pressure.

Ai1~~.~ter F~l'~ ;;~~

2. Road test car with line pres-
sure gauge and ammeter
fitted as follows:
Connect ammeter to fuel I
pump as shown in illustra-
tions.
l

! VL
2
0 @
'0

I
! ' .~._- -cr'O<B~ @ @

t.. "'-'--'-0--81
..f:
.JaIth,..,
Check the line pressure as described for ENGINE MISFIRING
(check No.5 on this card).
low pressure on road test but normal pressure in the static
position indicates fuel starvation.

1'-"
V i
1/.. Issued by:
Check petrol tank breather I
pip' and iii", '0' bIOCkaga.l . ~~ ~Triumph
SALES AND SERVICE TRAINING CENTRE
COVENTRY ENGLAND
 Ntlve ytlll ctlmplef,t! f!lf PrI,y (tift! e!leelts'

0 If not, rofer to card No.1. before attempting

furthor Fault Diagnosis.

ERRATIC IDLING OR LACK OF RESPONSE

1. Check injector pipes are fit I~~~ifj;~~
ted to correct inlet manifold
positions.
NOTE:.: Engine firing order
1, 5, 3. 6, 2, 4.
Disconnect spill-back pipe
at valve end and using a
Pozidriv type of screwdriver
turn the nylon screw ANTI-
CLOCKWISE to DECREASE
or CLOCKWISE to IN-
CREASE the pressure.
I:
NOTE: It is most important that the nylon adjusting screw is
not turned more than ONE complete turn in either
direction. If the line pressure does not react when the
nylon screw has been adjusted to the maximum, the
relief valve is faulty and should be changed.

All new relief valves are factory-set to the correct pressure;

2. Check engine idling speed do not disturb adjustment screw.
which sholJld be 750 to 800
r.p.m.
It necessary, adjust the
5. Check the petrol injection
metering unit timing as
idling speed by means of
follows:
the air valve at the front of
the inlet manifold. Turn off ignition.
Turn engine to T.D.C., firing
No. 1 cylinder.
Remove No, 6 injector pipe
fro'll metering unit.
Remove No. 6 delivery
union from metering unit
3. Check excess fuel lever and look down the hole to
clearance between lever ad observe the position of the
justing screw (fully re hole in the rotor.
turned) 0004 to 0008 in The hole in the rotor should
in (0'1 to 0 ') mm). be visible as an eclipse at
Check for excess Bowdon

0
the TOP, as shown in the
cable fouling on bulkhead illustration.
cut off as necessary.

~~r~C~i~S:o~~0:i:9C:;::~
BOTTOM is INCORRECT.
1
:
NO hole showing is IN- ~ /; ~
4. Check line pressure d~ fol- CORRECT. ' i
'".. L NO HOLE 1\
......__.__
lows:
f it prc~sure test adaptor If the hole is not showing in the correct position, remove the
(Churchill Part No. S 351) distributor and two nuts and washers securing the pedestal
between petrol feed pipe and metering unit to the cylinder block. Disconnect the
and metoring unit a~ shown. petrol feed and the spill-back pipe to the metering unit.
U&lI\g pressure gauge 0 to CAUTION: Ensure the distributor gear spindle does not lift
120 Ibf 10' (0 to 84 kgf with the pedestal, otherwise difficulty may be experienced
em') (Churchill Pmt No. engaging spindle with oil pump drive.
CBW 1B), Check Ime pres
sure which *,hould mad 100 Raise the pedestal and
to 110 Ibf'in' (7'07 to 7,] metering unit sufficiently to
kgf 'em ). allow the drive gear to clear
the camshaft gear.
'0
If necossary, adjust the prcs~ure relief valve as follows'
Place finger in distributor
hole of pedestal and turn
gear anti-clockwise (to-
SWitch off ignition. wards engine) until a full
CAUTION: Before dl&connecting any fuel pipe!> or con hole is visible.
noctlons the trnrncdiate area of the connectlon& should be Continue to turn gear anti-
coverod with cotton wa~te to prevent petrol contamlllat clockwise until hole just
11\9 th(' intenor of tho boot. If thiS is not done complamts disappears from view, and
may be roceived of petrol fumes in the p<l$~enger com then rotate gear one extra
partmant of the car. tooth.
Do not try to clamp nitnlo ~PII\ back plpO otherwise damage Lower pedestal and meter-
will occur. Pipo should bo plugged. ing unit into position.
 Re-check position of hole in rotor. reason the engine will misfire on the appropriate injector
If position of hole is still not correct, the gear may not have until the system has bled itself. This operation may take
been turned sufficiently-repeat operation. two or three minutes before the engine is running normally.
When the metering unit timing is correct, secure the pedestal
to the block, replace the distributor, plug leads, and No. 6
delivery union and injection pipe to metering unit. Refit
the petrol feed and spill-back pipes,
Check for petrol leaks on metering unit.
6. Check for continuous in-
-_.- "_.. -~--~ --,--_._-,-......... ,~_ ... ~---~------

I
Jection on one or more cylin-
der by removing each injector
in turn and observing spray
pattern.

NOTE: Ensure other injectors are secured, Place end of

injector in glass jar to prevent atomized fuel being sprayed
over the engine.
Renew the outlet union internal seal in the affected line as
follows:
NOTE: Details of the special tools required to complete the
following operation are described on the PRIMARY CARD
list of special equipment.
It will be found easier to change certain sea", if the metering
unit and pedestal are removed from the engine as described
in CHECK 5 of this card.

~~\g:~r;;~~~o~f~~~~t~ri~~ ~,--._~~
Unscrew the outlet union [i~'
~~~~\;\~ -.~-\.i.~~.
.. /.
.
.. "'.'1

from the metering unit and ~'(:/71iiJ ;,~-.:!;:. l'

col,lect the ~eal. . I (,., ~,->...-;/ .;r to ."
Usmg a Wire hook, With i ~- W/'( J ~(()
draw the inner seal which i..~.
has been leakmg. ./-
. 1;<-.:"
~I!lo-) / /
I 11
'Vi
Fit a new inner seal to the i ~IfiJ 7'"'/~ !: :
fg~ICi:~JO~~a~7~tcfr;~~itr~~ i~_~ g_~_t~~~~::._:-'-~ . 1~[J
in the metering unit. With-
draw the special tool.

CAUT!ON: T~e i~mH s6JI must not be fitted to the delivery

Union, as It Will expand and be prevented from locating
correctly in the sleeve.
Smear the e~d of ~he d~live~y union with oil before refitting
to .the metering Unit. ThIS WIll help to prevent the inner seal
being damaged.

Refit the delivery union and seal. Issued by:

Refit injector pipe to delivery union.
Refit . met~ring unit and pedestal, time metering unit as ~, Triumph
deSCribed In check 5 of this sheet, and then refit distributor.
NOTE: If any of the supply pipes are removed from the , 'I 'S AND SHW1Cf TRAINING Ci:Nl RF
metering unit or the injectors disconnected for any COv'El'JiHY l-NGlAND
 Have yiJIJ cf)",plefetl flte Prl",ary Card cltecks'
If not, refer to curd No. 1 bufore attempting ,he metering unit to check position of the hole in the rotor.
further Fault Dia{)nosis. ,110 hole should be visible as an eclipse at the top as shown
in the illustration.
A full hole is acceptable.
THE PETROL INJECTION METERING UNIT: An eclipse showing at tho
BOnOM is INCORRECT.
TIMING AND FITTING PEDESTAL SEALS No hole visible is INCOR-
RECT.
If the eclipse is not showing
1. REPLACING SEALS IN THE MEHRING UNIT AND DISTRI in the correct position, lift
BUTOR MOUNTING Pf:Df STAl the pedestal and motering
unit sufficiently to allow
Two lip seals arc fitted to the drive gear to cltJar the
the meter;ng unit drive shaft camshaft gear.
in the pedestal hOUSing. Tho
two soals mu~t bo fitted with NOTE: Ensure distributor gear spindle does not lift with
tho lips aWdY from each pedestal, otherwise difficulty may be experienced engag
othnr; this prevents petrol ing spi'1dle with oil pump drive.
lenking Into the criJllkCdse
and also prevenl~ oil enter Place fingers in distributor
irg the fuel mot'Jring unit hole of pedestal and turn
in th.) opposite directiop. clear anti clockwise (to
wards engine) one tooth.
At this point no hole is
NO Tf: 1 he last seal to be fitted must not he pressed too far visible through meterinn
II'to the housing, see Illustration, otherwise the drain unit hole.
hole II' the pedestal will be blocked. Rotute near anti clockwise
one extra tooth and lower
A nylon coupllllg IS fitted between the drive shaft and the pednstal and metoring unit
rotor of the moterlng Unit. An '0' rirn forms a seal between int') position.
tht' pedestal al'd mutl?rlng unit body. Fit nylon coupling and
'0" ring, offer l'p thu '1'utering unit to thu pedestal (lnd secure
With the\' bolts and washers. Whun fitted, the two banjo Re check position of ncllpse.
bolts on the !Y'8tering unit will face the cylinder block.
If the hole :.;; still not showing in the correct position, gear
may not have bEwn turnod sufficiently repeat operation.
When the metering unit has been timed correctly, secure the
2. TIMlf':G THf: PrTROL INJE CTION METERING UNIT pedestal to the block, replace the distributor plug leads,
rocker cover and No. 6 delivery union and injector pipe to
SN tappots to 0'0101'1 (0,25 mIn). metering umt. Refit the petrol fued and spill back pipes to the
TW'1 the er~l"1e so Inat No. 6 cyli'1der valvps are on the nwterlnn unit.
roc" and tl'e e!1(l'np is dt T. D C., No.1 cylinder firing. CAUTION' Smear the efld of the delivery union with 011
before rdltting to the metellng urit. ThiS will help to
Thr) dl~,tllbutor dnd meteril'g lil\';'''(:lWJ~1'~';~L'f'I':\(/i(0'''~'\ prever,t the iflrwr seal bell1g damaged.
l~nlt drivutheg(block
dr nHd be it1 '. ~, '1f'Qtf.'l). . '.!l1'..{0..J!~n~{.i.'.' :~.;l. 'I.~J
fitted If) so th~t,.(i \\ (I)' i I'd) I') " /f!}
the large o~bet of t'1O d'stll ,x. ,\L
butor CHive shaft faces the ~""""":""iV,-,-~
real al'd the slot I~ pointlnU \ . Ii,
towillds No.9 pusr IOU "
,..; , , ( ; Z .
_',', ()~)
-_.~: 4-,. ..-;J . , . J
NOTL. Or r:ar:y C<1r~ tl"J
dcliv'Hv lH)lOI'.> were
sC<1lud by 'Dowty' typu
s Jal~ .H1d vvhenovor the
,WIOP" art) <Jlsturtwd t1w
'6)-\ .
'\ .. '.->
." ,f
~
.~
. . . . '. ..
! --._ i
!' ' .J ~eal-; ~hollid be chap(Jud
Q~~~j,\\l I I I )
01' later ("<1'-; 'c)' r'ng~
::::.% 'U~ ....-'n~

o
j
I, ;l't) lJ<,P(! to '>ea: ti'<-
d :I,v"ry UI\iO'1<' Tho'>(J
Ttw n'jar P1Ust abo rnesn With the can'~haft {jum and tho slot rl'dy be r': l.-;pd If ttl"Y
on th(, bottom end of the :.pindle en(Ja(JfJ With the oil PUP1P "to 111 \}ood COI'(l'tlor', EARLY TYPE LATER TYPE
dllve
With the spindle In the correct POSition tt'e drive gear and
cylinder block aperturH aro nl."rly leVIll
If tlll: ~leil! protrudes too far abov') the block, the sp:ndle
has flat llflqaged with ltlO Oil pun'p driV/).
f~otate en(JlnH twocol11plutu turm;, ~ ()(Jpln{j ~li\lht pressure on
top of \lear, thi~ Will allow the ,pmdle to me~h with thn oil
pu'''p dllve and be 1:1 CfJlrf)ct allgnrnunt With 1\0. 9 push rod. 1.>SUtJd by
Huplace existinn amoupt of sn'm~ b'Jtwuen block dnd pedestal.
W th the pedestal dnd metering Ul1Jt bolted ton other and all
except No 6 irjr)ctOI pipes conpucted, offer up the assembly ,~Triumph
totl-)e di~tributor drrve gPil!.
Ensure the pedl)stal 1-; seated correctly rn th() block, SAl LS AND S[ HVICE TRAINING CENT HI
Romove the No, 6 (l')livery union and look down the hole rn COVENTRY ~NGlAND
(continued) t ,
 PETROL INJECTION FAULT DIAGNOSIS
9. Fit vacuum gauge between metering unit. vacuum
If reports are received of Petrol Injection malfunction it is most pipe and inlet manifold. Run engine at 800 r.p.m.
IMPORTANT that the customer's complaint is reproduced on
the car to establish correct diagnosis.

Cllec!tSlIeet.
Fill in this Check Sheet when completing the Primary Check
Card.
Before starting checks, ensure :

1. There is an adequate supply of clean fuel in tank.

ROAD TEST CHECK-If necessary

2. The battery is fully charged and in good condition. 1. Connect pressure gauge to petrol feed pipe and
ammeter to fuel pump.
WORKSHOP CHECK
1. Remove plugs, clean, test and reset gap to 0025 in
(0,63 mm).

2. Remove points, clean and reset gap to 0014 to

0016 in (0'35 to 040 mm). Dwell angle for 25 P.1.
and TR6 32" to 38'.

3. Set tappets COLD to 0010 in (0,25 mm).

4. Check compression pressures ENGINE HOT.

OR test for cylinder leakage.

5. Check Ignition Timing (using Strobelight).

25 P.1. Static Timing

8 8T.D.C.

TR6 Static Timing

11' B.T.D.C.

Extra copies of the Chock Sheets are available, in pads of 50,

from the addr.ess given below:
6. Set inlet manifold butterflies as per PRIMARY
CARD.
Issued by
7, Set fast idle cable to 1,800 to 2,000 r.p.m. ~,;(' 't '>(":" ': -c. ~~: :., :<:." ~":):'t~,_::,:: ~":'": ;-- .(

~T!!~TP~l
8. Set slow running to 750 to 800 r.p.m. using valve SALES AND SERVICE TRAINING CENTRE
on inlet manifold.
COVENTR~ ENGLAND