I have bought a clutch alignment tool, which made getting the pressure plate central very easy. The clutch casing was bolted to the flywheel, and a new release bearing clipped into place in the gearbox. The release bearing arm had been fitted with a new bronze bearing, and the bolt on which it pivots was replaced to ensure slop-free de-clutching. Hurrah! A new gaitor was fitted to the release bearing arm to stop water getting in, and the split pin in the drainage/breather hole in the bottom of the bellhousing was removed. I was going to put some flexible tubing through the hole, and extend this up inside the car, to stop water getting in when fording. The same will be done to the rear axle breather, so it can breathe air rather than water.
The first motion shaft splines were carefully greased with the AP clutch parts lubricant, as well as the release bearing pivots. Then the gearbox was sneaked towards the engine, and shoved on the back. Bolted up, the drive train was ready to go in!
New friction plate on the flywheel, with the alignment tool.
Mmm a new carbon release bearing. I had heard a few stories of newly fitted release bearings breaking up after a very short time, so either there are substandard parts out there, (very likely), or idiots have been buying “New old stock” perishable parts off the internet. A fanbelt that has sat around for 30-40 years? Erm they degrade with time as well as use, so do cooling hoses…. Ah well, there are plenty of idiots out there, who sadly managed to buy a classic car. Why buy a release bearing which could have sat in the damp for 30 years, then fit it to your car, knowing it is a major job to remove the engine and gearbox to access the clutch? Anyway I bought new, and genuine Borg and beck, so things shouldn’t go wrong.
And there we have it. Most of the engine, minus the fragile bits. The rebuilt gearbox, and overdrive. The rocker cover is a spare, while the proper one is being painted, and the sump was removed and painted once the engine was in the car. A stupid thing to do really, but there was a reason for it, which I cannot remember. Time to put it in then...Engine, gearbox and overdrive all in as one was to be the way. Either that, or the box and overdrive then the engine, however it was easier fitting them together first. This would involve a silly angle to get the assembly in, as it is rather long with the overdrive and all, and the B series is extremely high. Oh well, just get on with it.
Sheets and general padding were draped over the panelwork in an attempt to avoid damage in a collision with the engine. A hefty tow rope was deemed enough to take the weight, and taking it slowly and carefully, it all just about worked.
Valleri waiting expectantly. The engine is supported by the green strap, with hefy rope as a backup as I was not keen on dropping it.The rope could also be adjusted to gain the silly angle required to get the whole lot in. The front wing splash guards can be seen in the background, hung up to dry (They had been there since painting the underside!)
Ha-harr! Victory!
Back down from the stupid angle, getting closer to being in... note the protection, thankfully it was not needed and nothing got bumped.
And there we have it. How beautiful. It fitted perfectly, and looks rather nice against the white and black paint.
Mmmmm! There is still a lot of car to put back together though!Once the engine was in, it was bolted to the mountings at the front. Perfect fit! Underneath, the gearbox crossmember was ready to go on. This had the bolt holes elongated to allow it to be physically fitted, a major design flaw. New mounting rubbers had been fitted, with some difficulty and sore hands! It was still an awkward job fitting the gearbox crossmember, but once done, she had a power unit and drive train at last.
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