by JCS » Mon Aug 09, 2021 7:13 pm
John
You are quite correct; it is possible to view the carbon release clutch bearing thickness through the bottom of the bell housing. To do so it is not necessary to use a remote stick flash light, a normal flash light will suffice.
Jaguarmg
As Glyn has suggested, I would also suggest checking the crankshaft end float initially, because it can lead to gearbox problems. However, I would suggest doing so as follows:-
1. With the engine stationary remove the tin shield, (four UNC set screws) at the front of the flywheel. Using a large screwdriver prise the flywheel fore and aft and measure the crankshaft end float.
2. Run the engine at idle speed with the flywheel tin shield removed and if you can measure the flywheel rotation deviation with a dial indicator on the rim of the flywheel. Expect the flywheel to deviate or wobble at the rim by 0.020 inch, anything less is good.
3. Repeat No 2 above at 2500 rpm.
I notice the car has the full synchromesh gearbox and from memory when that gearbox design was fitted in other BMC /Leyland models the end facing of the reverse idler tapping the case was an issue. I THINK that problem is potentially possible on the Jaguar synchro version.
Another problem that arose was fan belt noise when damage to the inside section of the belt resulted in a noise similar to a Tick or Tapping sound, quite unlike a belt problem. This type of noise is also damped when the clutch is disengaged as the crankshaft moves forward. Don’t discount this fault, I know a main agent (not Jaguar) who took out an engine for that fault, 28 hours out and 34 hours back in, an expensive fan belt.
John
You are quite correct; it is possible to view the carbon release clutch bearing thickness through the bottom of the bell housing. To do so it is not necessary to use a remote stick flash light, a normal flash light will suffice.
Jaguarmg
As Glyn has suggested, I would also suggest checking the crankshaft end float initially, because it can lead to gearbox problems. However, I would suggest doing so as follows:-
1. With the engine stationary remove the tin shield, (four UNC set screws) at the front of the flywheel. Using a large screwdriver prise the flywheel fore and aft and measure the crankshaft end float.
2. Run the engine at idle speed with the flywheel tin shield removed and if you can measure the flywheel rotation deviation with a dial indicator on the rim of the flywheel. Expect the flywheel to deviate or wobble at the rim by 0.020 inch, anything less is good.
3. Repeat No 2 above at 2500 rpm.
I notice the car has the full synchromesh gearbox and from memory when that gearbox design was fitted in other BMC /Leyland models the end facing of the reverse idler tapping the case was an issue. I THINK that problem is potentially possible on the Jaguar synchro version.
Another problem that arose was fan belt noise when damage to the inside section of the belt resulted in a noise similar to a Tick or Tapping sound, quite unlike a belt problem. This type of noise is also damped when the clutch is disengaged as the crankshaft moves forward. Don’t discount this fault, I know a main agent (not Jaguar) who took out an engine for that fault, 28 hours out and 34 hours back in, an expensive fan belt.