Steve's MK2 Sports Sedan

[SportsSedanSteve]

Not much being achieved other than expensive overseas holidays. I have accumulated gasket sets and a few other minor bits. Still need some bell housing parts. Will talk to Mike Dale next break about putting it all together before Xmas......maybe.

[SportsSedanSteve]

Gearbox builder has hit a snag. Build was going ok with the mainshaft assembled and fitted. What I think he is trying to tell me is the input shaft is incorrect or the 3rd/4th synchro hub has been changed by Quaife and the baulk ring as supplied is the wrong size for the input shaft.

Ok so the kit was bought from the US as old stock. The layshaft is stamped 09/99. it is definitely the HD 250HP/7500RPM+ rated kit. There was an issue with the size of the bearing in the back of the input shaft. The Quaife supplied bearing was too loose a fit so had to machine it a little to fit the next spigot bearing size up.

Looking around my parts drawings i see you can get different length input shafts(V6 Capri?) and also an 18T gear. Also the 1st/2nd gear baulk ring is compatible between the Type E and the Type 9 5 spd but not 3rd/4th baulk ring.

Anyone got any ideas as to what this is. I'll be sending the picture and talking to Quaife UK tonight.

[MK1_Oz]

The dimensions you supply for that input shaft match those of the 4 cylinder petrol boxes so it is definitely NOT a v6 shaft. The v6 shaft is around 180mm long rather than 150mm.

A 4 cylinder petrol input shaft has 18 teeth whereas the 2.8 and 2.9 v6's had 19 teeth. Your showing 17 teeth!!!!

I can upload or email the various documents I have on the type 9 if they are likely to be of help to you.

[SportsSedanSteve]

Been looking at the type 9 thread on Turbosport and it shows clearly that all the baulk rings on a T9 are virtually the same size. Looking at Burtons and the rings I have here I can only conclude that I have a Type 9 input shaft, or they changed the 3rd/4th synchro hub on the HD gearset to a larger/stronger version, so the rings I ordered are the standard ones so dont suit the input shaft........hopefully Quaife can set me straight.

Thanks for the offer on the drawings but i've got plenty here on the old flaptop to work with.

[SportsSedanSteve]

200+quid and freight for the proper input shaft. There goes the budget for the gearbox.

[SportsSedanSteve]

Take the replacement input shaft out to Spiral Gears tomorrow. Heading up to Clare for an Aussie Day party so i'll drop it off at Gawler on the way.

[SportsSedanSteve]

Well and truly due for an update here. Gearbox is all done other than getting a new shift kit over from the UK. I have been very busy over the Easter break doing all the little jobs on the block. It's all cleaned and painted outside and internally. The welsh plugs have the retaining screws fitted. Done the various dummy builds to match up the bell housing and sump bolt holes. Set up the crankshaft scraper which was a bit of an effort as the alloy sump casting caused some problems, nothing that couldn't be fixed with the die grinder. To top it all off, I have handed over everything to Mike Dale for assembly so lots of steps forward happening........finally.

[SportsSedanSteve]

What do we have here. Clutch arm on the left is the original one from the first engine. Arm on the right was supplied as the correct one for the alloy bellhousing. When I did a dummy build to check a few things I couldn't get the bell housing and the block to mate up properly as the rim of arm fouls on the internal bellhousing bolt. The thrust bearing was hard up against the clutch housing with about 8-10mm gap between the housing and the block.

Old arm works perfectly.

Any idea what clutch arm Burtons have supplied me with?

[gen mk 1rs2000]

thrust bearing carrier ???

[ozstang65]

I got one of those burton bellhousings a couple of weeks ago, all the important dimensions measured up exactly the same as my old cast one. The only mod I made was to drill & tap the hole for the release fork retaining bolt. Used the original (I think 1300) clutch release fork.

[Danny M]

Which bell housing have you got as the arm they've supplied you is the correct one for an RS alloy bellhousing

[SportsSedanSteve]

Burton supplied with what I ordered, so I have a BH6 bellhousing, left hand starter motor fitment. Near as I can tell the BH3A clutch arm suits the BH3 (left/right starter motor fitment) hence the different shape. My mistake, should have checked the catalogue properly.

Kingy, the thrust bearing carrier appears to be the same dimensions as the original.

[SportsSedanSteve]

Final prep on the block yesterday. I was never happy with the cleanliness of the main oil galley. I bought a gun cleaning kit with lots of different size bronze brushes. Ran that through and was surprised to see how much crap and corruption came out. Galley is like a mirror now
Started on ring gapping as well. I wish I had known the process as this all could have been done ages ago. Did have to make a few calls to sort out the appropriate ring gaps.(Thanks Danny)
Would like to think we'll get the bottom end together today but it looks like the rings are going to take some work.

[SportsSedanSteve]

Got a bit done today. Has a 2nd hand head gasket in to do a final check on clearances. Missed a couple of minor details but call it 75% done.

[jsa]

What's with the black head gasket face ?

[SportsSedanSteve]

Just a 2nd hand MLS head gasket to check clearances

[SportsSedanSteve]

More done today. Water pump fitted, thermostat housing, rear head inlet, Auxillary drive welsh plugs and cover plus pulley, drive belt fitted. Sudden stop to proceedings with the available dial indicator being to short to get down to the follower. Have to get hold of an extension kit or long stylus dial indicator to continue with setting up the cams.

[SportsSedanSteve]

There i was, believing I knew everything there was to know about my engine, when I suddenly discover I have 4WD head cams supplied. It's not that big a deal in the scheme of things. I just think I should have been told in advance that I will need the spacer to fit them in the 2WD head. I've spoken to the supplier a few times and discussed many aspects of building these engines. You would think that this would be a relatively important point to pass on to a customer that's about to spend nearly a 1000 bucks on their product.

Now waiting on more parts from Burtons's

endrant:

[SportsSedanSteve]

Tested valve clearances with both cams having +.100" piston to valve with 4dg advance and retard. Inlet cam I could probably swing 6dg either way but the exhaust cam I have to use a little vernier adjust ment to get the specced lift @ TDC. Can really notice how much has been taken off the head and block at this stage with the belt tensioner almost at over center to get the belt tight. Will need to get a tension gauge to set the tension properly.
Waiting on Uncle Mike to organise some oil restrictors for the oil galleys, then real head gasket on and start getting ready for the dyno.


Not mentioning SCR. over it

[Danny M]

What oil restrictors
All you need is an 1/8" npt bung in the middle and rear cam bearing galleries in the top of the block face