Graham_Wright
Well-Known Member
Productive weekend!
When I arrived Friday night, Mark had drained the engine sump and pumped out the gearbox. He had also done a lot of steam cleaning. Judging from the state of my wetsuit, that was pretty necessary!
The rocker covers were off the engine and we proceeded to lift the rocker assemblies. Having researched the gearbox bearing construction with SKF, we were emboldened to withdraw aft the secondary shaft (which we had chickened out of so doing previously). Hoisted out of (rotational) harm's way, we gave the starter motor a blip. The crankshaft rotated. Then a few revs. Emissions from the injector seats as expected. Then a good burst. Very little was actually ejected.
Courage took a back seat at this point and we transferred our attentions to the gearbox. (As previously mentioned, the clutch had seized sometime in the past and stories gleaned roundabouts, suggested it was a long time ago.) The drive plate was secured with 12 bolts all of which were extracted without too much of a struggle. This allowed the assembly of drive plate, clutch, inner shaft (for the oil pump and hydraulic pump) and primary gear to be moved aft. Then, with a fairly complex tackle, we transferred it to the deck.
It seemed prudent to drain the inlet manifold but it was different to the sample engine I had seen probably due to the intercooler incorporated with it,. However, we did coax a small amount of water out using a tyre inflator pump to pressurise it.
The second day was mostly spent shifting the carnage below decks onto the dockside tip-bound.
Loading the gearbox shaft assembly into the van involved some evolutions even Hornblower would have been proud of! It must be around 3cwt.
Time (mine!) will tell whether the clutch will succomb to dismantling and refurbishment.
I have glossed over the big mistake we made with the injectors but will relate the episode if my expert friend judges it caused no damage.
When I arrived Friday night, Mark had drained the engine sump and pumped out the gearbox. He had also done a lot of steam cleaning. Judging from the state of my wetsuit, that was pretty necessary!
The rocker covers were off the engine and we proceeded to lift the rocker assemblies. Having researched the gearbox bearing construction with SKF, we were emboldened to withdraw aft the secondary shaft (which we had chickened out of so doing previously). Hoisted out of (rotational) harm's way, we gave the starter motor a blip. The crankshaft rotated. Then a few revs. Emissions from the injector seats as expected. Then a good burst. Very little was actually ejected.
Courage took a back seat at this point and we transferred our attentions to the gearbox. (As previously mentioned, the clutch had seized sometime in the past and stories gleaned roundabouts, suggested it was a long time ago.) The drive plate was secured with 12 bolts all of which were extracted without too much of a struggle. This allowed the assembly of drive plate, clutch, inner shaft (for the oil pump and hydraulic pump) and primary gear to be moved aft. Then, with a fairly complex tackle, we transferred it to the deck.
It seemed prudent to drain the inlet manifold but it was different to the sample engine I had seen probably due to the intercooler incorporated with it,. However, we did coax a small amount of water out using a tyre inflator pump to pressurise it.
The second day was mostly spent shifting the carnage below decks onto the dockside tip-bound.
Loading the gearbox shaft assembly into the van involved some evolutions even Hornblower would have been proud of! It must be around 3cwt.
Time (mine!) will tell whether the clutch will succomb to dismantling and refurbishment.
I have glossed over the big mistake we made with the injectors but will relate the episode if my expert friend judges it caused no damage.
