More Tdi Assembly

I put the block’s bottom ladder frame, the oil pump and sump on today, followed by the timing belt, front cover, water pump, viscous fan and crank shaft pulley. The timing belt was very tight, but this is apparently normal for 200s. The fuel timing is only approximate; I won’t be able to set it with accuracy until the flywheel is re-attached. I could put the flywheel housing, starter motor and flywheel back on, but to do so requires the engine to be separated from the stand, and I don’t want to do that until the head is back on. The flywheel housing needs a little work to allow it to mate to the SIII bell housing anyway, and it’ll be easier done off the engine (it’ll also prevent swarf damage to the rear crank seal). I’ll detail that work as it happens.

I have ordered the head gaskets, which should arrive on Friday. I can’t reassemble any more of the engine until I have the gaskets, but I will be able to prepare the manifolds. The new exhaust manifold needs proper jointing and I’m going to paint it and the turbo’s hot section with matt black VHT paint. The inlet manifold from the 19J has been cleaned, and will have its turbo oil pipe mounting post and the surrounding area cut out for welding into the damage area on the second hand 200 manifold; I’d prefer to have a new manifold, but as they’re no longer available and I haven’t been able to locate a good second hand unit, repairing the damaged one is the only option.

I’ve also had a close look at the dipstick – the Discovery type has the top of its tube secured to the inlet manifold, but as the manifolds and intercooler duct routing will be different from the Discovery installation, it’s no longer useable. I will be able to use the 19L’s dipstick and tube, though, once I have transfered the oil depth notch positions from the later stick to read correctly with the different sump and the ladder plate.