Now for final checks and reassembly.
First a few important points to remember. E_T_V helpfully pointed out that the outer bearing on the input shaft must be fully home as in this picture and not as shown in his earlier post #9 on this thread.
If it is not fully home, then the two casings cannot be bolted up and fully closed. All being well, the two casings will close fully.
Right, I never apply any sealant to the casing interface at this stage. I prefer to do a 'dry run' assembly check first that all SIX gears can be selected and engaged. I do this in the following way once the casings are fully together ~ I only use four or five of the bolts to hold the dry assembly together. I then get a suitable length of rod and place that into the Roll Pin Hole in the short selector shaft stub here on the Gearbox :~
I also use a pair of needle nosed pliers to hold open that C-Clip whilst tapping the casing lightly to hold it open as in these before~after pictures :~
The opened C-Clip will now be held in this setting. No need to slip it into its groove during this 'dry run' check stage, that will come later.
You can see the C-Clips groove just under the bearing where the RHP is etched. RHP are a bearing manufacterer and had a factory in Stonehouse, Gloucestershire.
if still there. I believe like so many other areas of UK manufacturing, now in foreign ownership. Anyway, back on track.
There are three detent/default positions for the selector stub. Fully away from the gearbox will select gears 1, 3 and 5. Midway will be Neutral. Fully towards the Gearbox will select Gears 2, 4 and Reverse. Any gear can be selected with the stub in the Midway position by twisting the rod clockwise or anticlockwise and pushing it forward or backwards from the central neutral position. If you sit in the car and move the gear lever to all SIX gear positions, think about what that does to the stub selector on the gearbox. It's hard to visualise at first but, that's what happens when you select any of the six gears from neutral.
Now, by selecting any gear by twisting that rod and pushing it back and forth, if you rotate the Input Shaft in the centre of the Bell Housing and observe the Differential Drive bearing, you can check that the gear is working properly. As I have done in these two short duration videos in two forward gears. Because of the varying leverage involved, twisting the Input Shaft with 5th gear selected requires much more effort ( Arm power torque ...
) than say 1st or Reverse gear. Click on these smaller images to activate the vids :~
Repeating the same having selected REVERSE by rotating the Rod in the stub from neutral position, twisting it CLOCKWISE and then pushing it FORWARDS, then rotating the Input Shaft in the Bellhousing again clockwise the Differential Bearing will rotate in the opposite direction ... the only gear that will do that obviously as shown in this short video footage :~
Not for nothing is the gear Lever
so called. It requires quite a lot of leverage to twist and push or pull that gear selector stub to select all SIX gears. It can be done manually though. In this way all SIX gears can be selected. All being well and all six check and pass, the casings can be seperated by complete removal or just raised sufficiently so the sealant can be applied. I prefer complete removal. Here's the sealant I use in place prior to reassembly. I warmed the tube as in these colder temperatures the sealant moves more freely when warmed. It will soon cool on the cold metal anyway. Here's how I apply it. No need to go mad with the sealant, a smear all around is quite sufficent :~
Then the casings are placed together and again you need to open up the C-Clip and tap the casings as previously in the dry run using the needle nosed plier. Once that's done, I use only four or five bolts to hold the casings together just in case they need to be seperated again. I then check again
all six gears can be selected as previously described and all being well, refit the remaining 12mm casing bolts. You will then observe some of the sealant squeezed out around the whole perimeter of the casing interfaces. This is a good sign that the seal will be good and no gearbox lubricant will pass that lot...
So, just a few final things and the job is complete. First, insert and tighten the 14mm bolt on the side casing to secure the reverse gear idler shaft :~
Then look into the access hole and check that C-Clip. It may have self located and closed in its groove in the top lay/counter shaft bearing. If it has not and is still open like this :~
Then I carefully turn the gearbox upside down ( Bellhousing uppermost ) and gently tap the box onto a wooden block. Be careful ~ the PG1 is substantial and hevay. Get help if neccessary as the last thing you need is to drop it. The weight of the heavy gear cluster usually moves the bearing sufficiently for the C-Clip to audibly click into its slot like this :~
Then I replace the access plug manually ~ never with a power tool as it is not only unnecessary, but the soft alloy of the casing threads can easily be damaged. That is bad news. Here's what I use :~
That completes the process and the gearbox is ready to fit to the car. If I can think of any more things to help, I'll post them up.
Meantime, good luck if you attempt this task. It's well worth while.
Finally 1 ~ do not forget to put the 2.2 litres of MTF 94 lubricant into the Gearbox when its back in the car. Forget to do that essential job and your gearbox will not last long..... 'appens.
Finally 2 ~ before starting work, I had a few bets on the Premiership Football this afternoon listening to the Radio5 Live commentary and updates as I worked on the gerabox with lots of hot cuppas to keep me warm in the bright sunshine. I often do that.
A Super Yankee Bet including Swansea, Stoke, Norwich ( Three Aways ), Wolverhampton and Fulham ( Two Homes ). Could not believe it when Fulham won 2-1 after being a goal down to Arsenal. Done rather nicely anyway. Had @ 5-1 Wolves won ( yes I know, asking a lot and at one-all could be ...
) my bet would have come to a nice few quid indeed. That is an understatement.
Altogether a very productive day....