I found a piece missing – one of the head’s locating dowels was missing. It may have been removed when the block was re-bored, or it may have been lost previously when the head was replaced. Either way, the head was not going to be secure with only one of the two dowels fitted. I added a pair of these to the order for belts and head gaskets with Marshall LR in Bedford, and Kevin came up trumps getting them delivered the next day (Saturday). He did have some bad news, though: LR have the 3-hole head gaskets on back order with the manufacturer and don’t expect to have any before 18 January!
I was working that Saturday, so Helena went out to get the bits for me. She also tried to get a head gasket from Halfords, but ran into the classic “computer says no” situation with the typical spotty, brainless Halfords staff member who refused to accept there was ever a 2.5 litre LR engine other than the TD5! She then toured the Bedford area and managed to find what was probably the only 3-hole Tdi gasket in the region.
This allowed me to fit the head, set the tappets, fit the injectors and fuel pipes and complete all the major assembly of the engine. All that remains now it to fit the alternator, the flywheel housing (once modified), the flywheel and starter motor. Once that’s all done, I’ll be able to set the fuel timing accurately and fit the small timing cover plate and the engine will be ready for fitting.
The 109 is booked in for MoT on the 2nd January. I’m taking it down to my Dad’s today to stay for New Year. We’ll be back tomorrow night. This will give the 12J a long run to make sure it’s clean for the test. It only has to have a visual check, but I’ll get a probe reading anyway as it will be good to show prospective buyers of the engine how good it is. It’s a bit sad in a way that this will be the last journey with that engine – I still feel disloyal to it after its excellent service to me. I must be going mad.
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