The Garage - Friday 16th January 2015 - Porsche 911 Restoration Task

Porcshe 911
Restoration Task

I had an absolutely fantastic day at AA Automotive today - happy as a pig in the proverbial doo-doo I was!  Andy Kirby was away on a well deserved holiday so it was all hands to the pumps.  I started with the usual moral sustaining activity and then proceeded to attend to a bit of housekeeping, which also resulted in the workshop sink being returned to its' pristine chrome appearance.  Jim, the Master Tech, returned from a mission just as I was finishing off, and promptly introduced me to the engine and transmission of a Porsche 911, which had been removed from its carcass on Ramp 1, and was now on a pallet at the rear of the workshop waiting to be separated, and then the clutch removed ready for a replacement.  This was virgin territory for me yet again and the opportunity was readily accepted and seized accordingly.  This was a paying customer's restoration project car, so no time was to be wasted.  Dan was doing measurements for a few of the vehicle panel replacements, and then later even doing some Mig Welding, which was "fantastic" to see (well done Dan), and Dave was flat out doing servicing on a couple of diesel fleet vehicles (well done also) - Teamwork in motion!

Releasing Clutch
Release Mechanism

At the point of my introduction, the 4 bell housing bolts had already been removed, but the transmission unit was refusing to separate from the engine.  After checking YouTube and Google for any hints without success, I had to call in Jim for some guidance.  After an explanation of the clutch operation being the reverse to the conventional method, ie, pull as opposed to push, it became clear that the clutch release mechanism needed to be removed in order to allow the internal fork to be able to swing free of the release bearing within - thus allowing the separation to occur.  With copious amounts of rust penertrator applied, removal of a bottom circlip, and a couple of well aimed firm blows of a copper and hide persuasion device with flat punch, the mechanism came nicely off.  The transmission and the engine were then separated - which was a very nice feeling!

Old and new units
compared

Evidence of
leaking rear Crankshaft
Seal

Things from hereon in became a lot more familiar, as now the dog could see the rabbit so to speak.  After a closer look at what I was seeing, I could see that the "ring gear" of the fly wheel was in fact a separate component, and wasn't actually "part of the flywheel" as such.  I duly removed the bolts securing the pressure plate to the flywheel, and then removed the bolts securing the ring gear to the assembly already removed - clever engineering and completely new to me!  It was at this point a familiar face from Coleg Cambria arrived at the Garage (Karl Andrews) who was invaluable in my further guided assistance, especially considering the current Garage workload!  He suggested further removal of the flywheel in order to inspect for oil leakage from behind, which proved to be sound advice indeed!

Cleaning and leveling
surface of Flywheel

Serviceable
Flywheel ready for
Re-installation

I then set about cleaning up the flywheel (front & rear), first with a course sandpaper and then with a finer one, interspersed with liberal applications of brake cleaner.  The result was very satisfying indeed!  With both a hard and a soft wire brush with brake cleaner, I then addressed the face of the transmission behind the flywheel, which produced the same satisfying results.

Cleaned face of
Transmission

Seal drilled & Screws
Inserted

At this point it was time for the removal of the leaking Rear Crankshaft Oil Seal, of which I had "No" idea how to do.  Karl explained it was basically an "interference fit", which translated as - it needs pulling out!  After repeated attempts with various picks, it was finally suggested that the seal needed to be drilled "very carefully" with a fine drill bit, and then screws inserted - onto which the universal tool of "mole grips" could then be attached and then priesed out accordingly.  This did eventually work with considerable patience, and with the additional leverage of a suitably sized flat head screw driver applied at the correct place and angle!  Happy days and thank you Karl - much learned indeed!

"Out you Come"

Thanks Karl!

As can be seen from image left, there was immediately evidence of emulsification, and as this engine is air cooled (as reminded by Dave), the contamination can only be caused by fuel ingestion into the oil itself (Cylinder Head(s) and/or Piston Rings)?...... to be eagerly resumed at a later date!







With the big hand of the clock at number 3 and the little hand at 4, it was time to bail out for work "rapid style" and off I went with a "Very" Happy Friday feeling indeed!

At work 20 Minutes
Later!