Well this makes me feel better. I'm helping a friend build his MGB race
car. We held the transmission under the car and determined where the
clearance problem was. I then got underneath with a 3 lb hammer and
beat on his new paint until we had "reasonable" clearance and all the
new paint had chipped off.
We then hooked the tranny to the engine and stuffed it in. That's when
we [or was that he!] decided I beat up his nice pristine car needlessly.
I think I need to print Kelvins message and give it to my friend. Maybe
he'll invite me over again ...
Larry Hoy
> -----Original Message-----
> From: owner-mgs@autox.team.net
> [mailto:owner-mgs@autox.team.net] On Behalf Of Dodd, Kelvin
> Sent: Thursday, March 21, 2002 10:58 AM
> To: 'Max Heim'; MG List
> Subject: RE: 4-synchro in early B
>
>
> Max:
>
> I may have run into an answer here. I have not had a
> problem with the two conversions I did on 1965 chassis's. I
> installed a number of different engine/trans combinations
> with new and used motor mounts. But, I always installed the
> engine and trans as an assembly.
>
> The last time I pulled the engine on my race car I left
> the trans in place. When attempting to reinstall the engine,
> I found that the nose of the trans would not lift up high
> enough to allow the engine to engage. Bumping out the trans
> tunnel edge just above the starter lump was required to solve
> the problem.
>
> The clearance to the starter bump is tight, and I can
> see how it would not take much in the way of varience for the
> shell to interfere. Keep in mind the tolerance on the welded
> seams of the shellare not critical and may vary widely from
> car to car.
>
>
> Kelvin.
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