A while back I bit off more than I could chew when attempting to move this MG6 engine single handed. Big mistake, lost my grip and it tipped over damaging both inner and outer plastic Timing Belt Covers at the top above the Inlet Camshaft Pulley. The MG6 covers look identical to K-Series ones and as I had a spare set, planned to remove the damaged ones and replace them. Although some carry the same MG-R part nos., they are not quite identical. The MG6 ones appear of a better design and quality in several areas. The following pictures show the progress of the job and some of the slight differences. I was able to mix and match some K and MG6 Covers and the end result was just what was required.
This picture shows with the top outer cover removed to show the damaged inner cover top left:~
Removing all the Pulleys, Tensioner etc and replacing the top inner cover. :~
This image clearly shows the differences of the lower Timing Belt Covers. Superior MG6 item on the right. The K-Series has an open lower part, the MG6 is enclosed and has an additional securing fastener show by the arrow. Unlike the K-Series item, the MG6 has all five fastener bolt locations reinforced with metal sleeves for added strength and more positive location.
Thought I would replace the CRANKshaft Polyvee Drivebelt Pulley with a K-Series item I had refurbished. It cannot be fitted unless the K-Series lower cover is used. Owing to the smaller boss of the MG6 Pulley.
Before refitting all the Covers, after timing up the engine a second time, first time the Inlet CAMshaft Pulley was one tooth retarded despite very careful assembly. Had this happen before and appears to happen when the longest run of the Timing Belt, that run from the Exhaust CAMshaft Pulley down to the CRANKshaft Pulley is not sufficiently taught. Then all looked good once I had rotated the CRANKshaft Pulley just a tad to take up any slack and realigned the belt correctly spot on. That worked before and it did again.
Then I carefully rotated the engine at least four times on the big 22mm CRANKshaft Pulley Bolt manually with a breaker bar. This also demonstrated the engine had good compression. It should have, only covered 21,000 miles in the MG6 which I had driven some months before it was written off.
A final check to ensure the four CAMshaft Timing Indexes are correctly aligned with a straight edge after manually rotating engine several times to check for any metal-to-metal contact. :~
Finally, replaced all the covers to complete the job. The engine is now ready to fit in the car .... if it ever stops raining ...
By the way, now we have had the opportunity to look at it more closely, my son and I were impressed with a number of features on this MG6 engine. We both know the K-Series well and like those engines having worked on many ... over twenty of our own, family and friends' cars. Whoever reworked this engine paid attention to a range of items and the MG6 unit appears all the better for it. We like what we found.
I shall carefully clean all various the ZT-T Engine ancillary brackets prior to fitting them to the MG6 unit. I had already offered up most of them and all the various threaded and dowel locations appear identical to the K-Series ones and are a perfect fit.
The low quailty of these images is mainly due to working in a poor artificial light with hand held compact digital camera.