Wednesday, 13 December 2017

The new TR1 motor - disassembling the engine (part 13)

Now that we've been faffing around with all sorts of bits associated with the engine, it is well about time to make a proper headjump into the matter at hand and take that huge lump of metal apart and see which gremlins lurk inside.

One of the most interesting bits for me was the question: Did everything seal sufficiently when sandblasting. (Spoiler alert: Yes!)



Here you can see where the oil-pressure sender poking in from the outside.


Left side primary gear ...


... removed.


I can't stress enough how important it is to work cleanly, when you're around engines and even more so to clean every single part. More than once you'll find the true answer why someone sold you that used engine for a good price in the oil-pan. (Not much of an issue in this case as a full strip-down is mandatory anyway for the crank swap.


Last missing pin from the rotor-gear.


These are the three tricky bolts when taking an XV-engine apart.


An impact torque wrench is an invaluable tool, especially when the case bolts haven't been opened in ages. 



I've never had one of those covers rust through, but after seeing this one, I am admittedly a bit surprised I haven't until now. 


Flip the case over with the right side facing up and there's five more bolts at the very back of the engine waiting for you. 



Then it should just be a matter of a gentle twist-of-the-wrist with a large flat-blade screwdriver to split the cases.


Even though that rear most alignment dowel is usually quite rust and can give you a bit of a hard time. 



Oh look a circlip. Judging by its size from a gudgeon pin. 


More cleaning ahead and one can very nicely see the oil-level-sender unit on the bottom left. 


The two center bearings were well and truly shot (a 6305 and a 6204 so not much of a financial issue) and of course the main bearing was due for replacement as well.

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