ITS BACK !
The gearbox that is - both parts are now in place which is a huge step forwards
However it's not the end of the story and Katy is still immobile as we haven't yet attached the transmission brake and rear propshaft and the front is only held on with 1 bolt
But here it is before being lifted in place and as you can see from the sticker it's a 1:1.410 ratio box not the 1:1.667 one that came out. from the calculations we made using the Ashcroft Transmissions Ratio Calculator which gives us a massive 15% difference of top speed at 3000 rpm - I foresee a lot quieter and more enjoyable motoring to come!
When you put it back it is useful to have it in difflock so you can rotate either of the propshaft takeoff's in order to get the spline from the gearbox lining up. This was a key bit of knowledge from Steve, and something acheived with a pair of molegrips on the selector.
Lifting it was a case of reversing the removal - ropes onto everything we could put them onto (the front and rear propshaft bolts and then lifting from below, whilst also pulling from above, with Steve rotating the gears by turning the propshaft takeoff to get everything engaged.. Just before lifting it Steve applied liquid gasket onto both surfaces so we'd have a good seal when the 2 mated together and then we stated lifting. All went well, there was one last puch needed once the gears were correctly aligned and the whole think slid into place
As you can see from this one, taken by Dan who turned up just at a useful time to get roped in to helping me lift the transfer box into place, I'm very happy with the situation
The next steps were to start putting the exhaust back in and connect up all the linkages which we managed to do today, and put in the nice new engine mounting bushes which have replaced the old cracked ones.
In putting the exhaust back I was keen to take a good look at why I had ended up with a 2 hole / 3 Hole problem in purchasing a new section and I think the telltale signs of some welding give the game away. the exhaust if not the rest of her is a cut and shut job
There were other successes today. Steve thought I had put the wrong bolt in and when he brought a new one it was identical to the one I had just removed. I must have been paying attention!
Hopefully just one more session to go and it will all be back together and Katy will once more be drivable and we can have some real adventures
The gearbox that is - both parts are now in place which is a huge step forwards
However it's not the end of the story and Katy is still immobile as we haven't yet attached the transmission brake and rear propshaft and the front is only held on with 1 bolt
But here it is before being lifted in place and as you can see from the sticker it's a 1:1.410 ratio box not the 1:1.667 one that came out. from the calculations we made using the Ashcroft Transmissions Ratio Calculator which gives us a massive 15% difference of top speed at 3000 rpm - I foresee a lot quieter and more enjoyable motoring to come!
When you put it back it is useful to have it in difflock so you can rotate either of the propshaft takeoff's in order to get the spline from the gearbox lining up. This was a key bit of knowledge from Steve, and something acheived with a pair of molegrips on the selector.
Lifting it was a case of reversing the removal - ropes onto everything we could put them onto (the front and rear propshaft bolts and then lifting from below, whilst also pulling from above, with Steve rotating the gears by turning the propshaft takeoff to get everything engaged.. Just before lifting it Steve applied liquid gasket onto both surfaces so we'd have a good seal when the 2 mated together and then we stated lifting. All went well, there was one last puch needed once the gears were correctly aligned and the whole think slid into place
As you can see from this one, taken by Dan who turned up just at a useful time to get roped in to helping me lift the transfer box into place, I'm very happy with the situation
The next steps were to start putting the exhaust back in and connect up all the linkages which we managed to do today, and put in the nice new engine mounting bushes which have replaced the old cracked ones.
In putting the exhaust back I was keen to take a good look at why I had ended up with a 2 hole / 3 Hole problem in purchasing a new section and I think the telltale signs of some welding give the game away. the exhaust if not the rest of her is a cut and shut job
There were other successes today. Steve thought I had put the wrong bolt in and when he brought a new one it was identical to the one I had just removed. I must have been paying attention!
Hopefully just one more session to go and it will all be back together and Katy will once more be drivable and we can have some real adventures
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