P38A Diesel Head Removal - Flywheel Pin / Camshaft Locking Plate

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id Want to see proof rather than what some guys friends dog says. I think the baffle is needed, bad design for longevity on LRs part but integral to cooling with the way the hoses work.
Same with the stat - as Brian pointed out to me...why is it after the rad?!?
 
I've hit a stumbling block reassembling the engine. The woodruff key on the FIP was very slightly misaligned (less than a degree) with the sprocket when refitting, so I used LRT-12-118 to ever so slightly rotate the FIP to correct align. This was how I interpreted RAVE when it advises:

'NOTE: Align FIP shaft to sprocket keyways using tool LRT-12-118 prior to fully engaging sprockets'.

Obviously I've gone wrong as the spring action in the FIP prevented it from aligning anywhere but where it was sat (woodruff key vertical) until stupidly I turned it to the next position (which must be the next cylinder onwards). I have read Wammer's advise that the FIP must NOT be turned backwards (anti-clockwise), however LRT-12-118 will not allow me to rotate the FIP all the way around as the oil pump housing is in the way.

Any suggestions other than removing the oil pump / FIP / cutting down the tool?

In hindsight, should I have loosened and rotated the FIP as a whole, as if I were setting the timing?
 
TwoAndAQuarter said:
I've hit a stumbling block reassembling the engine. The woodruff key on the FIP was very slightly misaligned (less than a degree) with the sprocket when refitting, so I used LRT-12-118 to ever so slightly rotate the FIP to correct align. This was how I interpreted RAVE when it advises:

'NOTE: Align FIP shaft to sprocket keyways using tool LRT-12-118 prior to fully engaging sprockets'.

Obviously I've gone wrong as the spring action in the FIP prevented it from aligning anywhere but where it was sat (woodruff key vertical) until stupidly I turned it to the next position (which must be the next cylinder onwards). I have read Wammer's advise that the FIP must NOT be turned backwards (anti-clockwise), however LRT-12-118 will not allow me to rotate the FIP all the way around as the oil pump housing is in the way.

Any suggestions other than removing the oil pump / FIP / cutting down the tool?

In hindsight, should I have loosened and rotated the FIP as a whole, as if I were setting the timing?
Click to expand...

Yes you should. Instructions are for fitting an injection pump. With engine locked at TDC number one firing Woodfuff key slot should be almost vertical on sprocket. You turn the pump until it is in the null position between four and one. Four just injected, one about to start injection. That should place the Woodruff key uppermost on the pump shaft to match the slot in the sprocket.
 
Or you could just turn everything indeterminately and throw it together ;)

Throw a prayer or 2 in there for good measure and turn the key..

:D
 
wammers said:
Yes you should. Instructions are for fitting an injection pump. With engine locked at TDC number one firing Woodfuff key slot should be almost vertical on sprocket. You turn the pump until it is in the null position between four and one. Four just injected, one about to start injection. That should place the Woodruff key uppermost on the pump shaft to match the slot in the sprocket.
Click to expand...

Thanks Wammers, a little experimentation this evening between the rain shows that indeed my pump body needs slight clockwise rotation to be able to use LRT-12-118 to perfectly align. I managed to restore it back to Woodruff key uppermost (one about to inject) by refitting the pulley, and rotating it using that past cylinder two injected and then using LRT-12-118 to rotate the final cylinder. A small amount of adjustment tomorrow evening and I should be ready to refit the chain.

Henry_b said:
Or you could just turn everything indeterminately and throw it together ;)

Throw a prayer or 2 in there for good measure and turn the key..

:D
Click to expand...

Is that how they put the V8s together? ;)
 
TwoAndAQuarter said:
Thanks Wammers, a little experimentation this evening between the rain shows that indeed my pump body needs slight clockwise rotation to be able to use LRT-12-118 to perfectly align. I managed to restore it back to Woodruff key uppermost (one about to inject) by refitting the pulley, and rotating it using that past cylinder two injected and then using LRT-12-118 to rotate the final cylinder. A small amount of adjustment tomorrow evening and I should be ready to refit the chain.



Is that how they put the V8s together? ;)
Click to expand...

Well it is infact easier to time a V8..

Ya can do it in 5mins ;) no faffing around ;)
 
TwoAndAQuarter said:
Thanks Wammers, a little experimentation this evening between the rain shows that indeed my pump body needs slight clockwise rotation to be able to use LRT-12-118 to perfectly align. I managed to restore it back to Woodruff key uppermost (one about to inject) by refitting the pulley, and rotating it using that past cylinder two injected and then using LRT-12-118 to rotate the final cylinder. A small amount of adjustment tomorrow evening and I should be ready to refit the chain.



Is that how they put the V8s together? ;)
Click to expand...

Have you changed the chains?
 
TwoAndAQuarter said:
Yes, brand new Febi Bilstein chains with gold links, new tensioner, tensioner rails and guides.
Click to expand...

You must slacken the pump mounts so it swivels in order to locate the pump shaft and Woodruff key. Then re time when all is back together. When all is assembled bright links on crank and pump sprocket timing marks. Bright link on pump sprocket must be opposite 6 mark. When front case, head and everything is assembled and engine still locked at TDC number one firing. Fit DTI adaptor and insert DTI. Push in until it registers 2 mm on gauge and lock adaptor. Zero DTI then with pump fasteners nipped so that pump can just be tapped around. Tap top of pump gently towards engine using a piece of wood and an hammer until DTI registers 0.95 mm. Then fully tighten pump fasteners. With new chains cam holder sits flat on head. Number one cam lobes flat across top.
 
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