Thread: What have I done! IIa sitting out front.

Then yesterday the parts arrived! Huzzah!

So I removed the cross-shaft and fork and drifted out the top-hat bush from the release bearing


Then compared the new bearing and bushing to the old set, they are close but not close enough. New one on left, old on right.





I looked at the differences and the width of the hat is the same as is the overall height and internal diameter (at the bearing end) , but its the bearing thats the issue. The FAG bearing is 72mm across (the SKF original bearing is 70mm), and won't fit in the casing.

Another difference in the hat is in my current one there is a ridge the accepts a rubber seal to prevent oil leaking out along the input shaft



Here's the casing casting with the number stamp on it incase anyone can shed any light on the matter.



Some other info that might help:
the bearing is a SFK 98207
case casting A528708
release fork 264807S

Gearbox 25400489A

Luckily the bearing and the hat are in good condition as are the seals and brass
bushes, so I'm going to drift the bearing back on and refit the whole unit with a new gasket
Hopefully the engine will go in the weekend

A weekend of highs and lows and highs again

Removed the rocker cover and using a 2 stroke oil syringe dribbled oil over the rockers and down the pushrods, removed the plugs and stuck <5mm of oil into the plugs holes, and left that to seep around for 40mins or so.
Meanwhile filled the oil filter and screwed in on - didn't spill a single drop then used on of the casting ports on the filter adapter to prime the oil gallerys. The oil was vertical rather than using the horizontal oil sender port, so no mess.

Turned the starter motor over twice for 5 secs a time and the oil pressure light went out Reconnected the plugs leads, pushed Bill out the garage into the light, and turned the key. Stalled a couple of times, getting fuel into the carb, then started running, gave it some herbs and plumes of smoke came out.
This I think was due to the oil I'd put in the chambers, and the fact that the low idle mixture screw was completely out on the carby.
Charge light went out on idle, so I'm thinking I got the alternator wiring OK.
Played with the idle and mixture screws and got it to idle quite nicely, not perfect but no puffing and no smoke.
Tried rolling backwards and forwards in the driveway but gears were graunching, esp changing from first to reverse and vice versa.

Adjusted the slave cylinder to the manual, no change so played around with the pushrod setting until noises seems to go away.
Put the bulkhead panels and the floor in, ready for the maiden journey.
Reversed down the drive, and out on the street, which is a little uphill. Engine was losing power under load and needed a few herbs to move, then there was a soft pop from the gearbox/clutch area and Bill had no drive. Nothing in any gear, and I'm stuck halfway out into the road.

Out with the tirfor and I winched my forlorn little truck back towards the garage.
A this point I had to leave it for the day as it was getting dark, I was a little despondent.

A new day dawned and I had a plan.
I re-bled the slave. No change, hmmm.
I disconnected the pushrod completely from the cross shaft lever as I thought maybe that my fettling yesterday had over adjusted the pushrod and that the clutch plate wasn't clamping down properly. Disconnected, I then thought I can check the clutch operation by key starting the truck and having it bounce forwards. Started it and it sat there idling happily with no sign of movement
At this point I'm getting a bit down and thinking I've mucked up the mating of the engine and bellhousing and cracked or broken the clutch plate somehow, so I resign myself to having to pull out the gearbox and start again. I pull out the mats on the drivers side, and it hits me - the big red lever is sitting in the middle. All this angst and my only issue is a neutral transfer case :facepalm:
Do I feel like a complete plonker or what?

Reconnected the slave, realising that the pushrod is nothing like the one in the manual, set the slave to be at the top of its stroke when the clutch fork is just touching the bearing. And with the transfer case now in high, the gearbox shifts beautifully.

I'm still having a few issues with timing and fuelling as its not running too well under load, but it is going backwards and forwards under its on power. I'm calling it a win

My exhaust fix - didn't. Jubilee clips don't give enough clamping force to make the sleeve airtight, actually neither do the other clamps, but combined with some exhaust bandage it works very well.
Although after wrapping and hardening the bandage I realised that the exhaust had rotated and was touching the gearbox mount and is probably the source of my vibrations in the bodywork. I'll sort that later.

He's back together and looking good. I'm happy.
Cheers