Defender (1993+). Manual — part 80

SUSPENSION

FRONT

ROAD

SPRING

BUMP

STOP

Remove

Remove

1.

Remove front shock absorber.

1.

Remove fixings.

CAUTION: Avoid over stretching brake hoses. If
necessary loosen hose connector locknuts to

allow hoses to follow axle.

2.

Remove bump stop.

2.

Lower axle sufficient to free road spring.

3. Withdraw road spring.
4.

Withdraw shock absorber bracket securing
ring.

Refit

3. Position bolts in slots in chassis brackets.
4.

Fit bump stop, secure with washers and nuts.

Refit

5. Fit shock absorber bracket retaining ring.

6. Reverse

2

and

3.

7.

Remove nut retaining securing ring.

8.

Fit

front shock absorber.

Retain in position with a nut.

SUSPENSION

ANTI-ROLL

BAR ASSEMBLY

KEY

1.

Anti-roll bar

5.

Nut and washer

2.

Rubber bush

6. Castellated nut and cotter pin

3. Strap

7.

Ball joint link arm

4.

Nut, bolt, washer

ANTI-ROLL BAR F R O N T

Refit

Remove

4.

Position bushes on anti-roll bar. Ensure split
points towards axle.

1.

Mark for reassembly position

of

rubber bushes

5.

Fit anti-roll bar with two straps.

To

ensure

on anti-roll bar.

correct fit angled sides of bar should point

2.

Remove four nuts,

bolts

and washers securing

down as shown. Loosely fit the bolts, washers

two bush straps.

and nyloc nuts.

3. Remove nuts, bolts, washers and rubber

6.

Fit bolt, washers and rubber bushes. Using

bushes from ball joint links and remove

new nuts fit anti-roll bar to ball joint links.

anti-roll bar.

Tighten

to

68Nm.

7.

Tighten nuts securing straps to 30Nm

SUSPENSION

ANTI-ROLL BAR

BALL

JOINT

LINKS

Remove

1.

Remove two nuts, bolts, washers and rubber
bushes from ball joint links.

2.

Remove cotter pin and loosen castellated nut

a

few

turns.

3. Release ball joint using

special tool

18G

1063A as shown.

4.

Remove castellated nut and ball joint link.

Refit

5.

Fit ball joint link and castellated nut. Ensure

ball joint link arm points

up.

Tighten to

40Nm

and fit new cotter pin.

6. Align anti-roll bar to ball joint links.

7.

Fit bolts, washers and rubber bushes using
new self locking nuts secure anti-roll bar to

ball

joint

links. Tighten to 68Nm.

BRAKING SYSTEM

BRAKES

DESCRIPTION

The mechanical components of the Defender

90

braking system consists of four piston caliper disc
brakes at the front and twin piston caliper disc
brakes at the rear. The Defender

110

system

consists of single cylinder drum brakes at the rear
and four piston caliper disc brakes at the front. The
cable controlled handbrake, common

to

both

vehicles, is a mechanically operated single drum
type brake mounted on the output shaft of the
transfer box and is completely independent of the
main braking system. Adjustment of all drum brakes
is by a snail cam turned by a square peg on the
back-plates. Caliper disc brakes are self adjusting.
The basic hydraulic system involves

two

separate

and independent primary and secondary circuits
which permit a degree of braking should a fault
occur

in

one

of

the circuits, The primary circuit

A

Right hand front brake

operates the rear brakes and the secondary circuit

B Left hand front brake

controls the front brakes. The tandem master

C

Right hand rear brake

cylinder, which is assisted by a type 80 direct acting

D

Left hand rear brake

servo, is fed by a divided fluid reservoir. The rear

E Jump hose

section contains fluid for the primary circuit and the

F LS.C. 80 servo and master cylinder assembly

front portion supplies fluid for the secondary circuit.

G 'G'

valve

A

brake fluid

loss

switch is fitted to the master

cylinder filler cap. The switch is wired

to

a warning

lamp bulb on the drivers control panel and the bulb
will illuminate momentarily when the starter motor is
actuated, indicating that the brake warning circuit is
functioning correctly.

A

hydraulic failure

in

the

primary

or

secondary circuits will result

in

fluid

loss

and cause the warning bulb to illuminate,

in

such an

event, the driver must

stop

the

vehicle immediately

and investigate the cause.

The "G" valve allows fluid

to the

rear brakes until a

predetermined pressure

is

reached when the valve

closes. The valve, from

this

point

on,

will only permit

a proportion of any increase

in

fluid pressure

to

reach the rear brakes to prevent premature locking

of

the

rear

wheels.

Should

a

failure occur in the front

brake secondary circuit the design

of

the valve will

ensure that the fluid to the rear brakes will by-pass
the valve and allow full circuit pressure to the rear

wheel

cylinder.