Saturday, 4 July 2009

Engine and Box - Out at last

This was day 3 ( yes 3 days to get an engine out) of the engine removal project, the cross member was off, and I thought it would be easy, all I had to do was remove the CV joints under the chassis rails and lift the engine out. So using an oil filter removal chain to hold the CV joint I then undid the 13mm nuts. But would the CV joint split from the flange ? not a chance ! another snag to overcome. The other side was the same.

So Plan B, remove the front diff. First snag, its mountings were under the engine mounts, so I had to support the engine, remove the engine mounts, then undo the diff mountings, and its input shaft and at last off it came, and here it is with one of the engine mounts. While trying to rotate the input shaft, to undo the propshaft bolts, you could feel the resistance of the viscous coupling, even though the rear wheels were on the ground, the shaft would rotate but only with a great deal of leverage, so the Viscous Coupling seems to be functional.

Although the diff is out, there is no support under the engine because I found the V8 exhaust manifolds rested nicely on top of the chassis rails, and it was not going to drop any further. This shows the cut away modifications to the sump. The flange hanging down is on the drive shaft to the front diff.

In that flange was some clean transmission oil, it looks like it is leaking past the splines on the diff input shaft

And here you can see some more oil in the diff input flange.

Just to prove the engine is out !

Side view of the gearbox, the lead you see to the middle of the picture, goes to the electronic pickup in the transfer box, for the ABS brakes.

The engine mounts on the body, even though they have bolts in them through the chassis rails have been welded to the rails on top. Drivers side here.

And passenger side, as you can see I did try to remove them, but its pointless undoing the bolts due to the weld.

View of the modifications to the passenger side tunnel to incorporate the driveshaft and transfer box.

Here is the diff after a good pressure wash, I was hoping to see a FF plate or similar, but it just has a few casting numbers.

Front suspension parts stripped and ready for blasting. When I have all the old parts together I will send them for blasting, then zinc plating, and finally powder coat.

Close up view of the electronic sensor input in the transfer box after a pressure wash.

Again casting numbers visible on the FF parts, but nothing else.

And another view of the transfer box

Starter motor with top bolt missing !! and look at the welding, its flange has been separated from it, and the orientation of the starter and its solenoid changed. On a Stag the solenoid is normally above the starter, but this is where the drive shaft goes.

Close up of the welding, I guess I will have to get this starter fixed, you cannot buy them like this!

I bet this rattles, look at the tiny clearance between the engine mount and the manifold. I suppose it was Ok at first, but as the mounts sag with age, contact is made. Custom tubular manifolds will sort this.

Finally some investigation of the passenger inner wing. No trace of a battery box ever been fitted here, which is strange, but again confirms the engine mods were done at the factory. The large lozenge shaped indent was done to allow the vacuum cylinder to be fitted and clear the V8 heads.

The gearbox number is 383 1698, and that's not what is on the heritage certificate (9202). I cannot read the engine number yet.

After the grief of the engine removal, I am not looking forward to its replacement, which can only be more difficult with a completed engine bay and front panels on the car. Better have some touch up paint to hand. At least it should be clean and dirt free, at the moment I am getting through a set of overalls every day, which please's Anne no end!

So back to the body work next.

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