The DHC is ready to be moved to the paint shop, which is scheduled somewhere in this week. Last bits that needed removal for the paint repairs were the mud flaps, central bumper pivot, sill trim and nose badge. And of course I had to remove a fair bit of (seam) sealant (between nose panel and front wings and underneath the ends of the sill trim). At least I know now that my choice of sealant has been a good one, very adhesive stuff and a bugger to remove.
And I used the opportunity to have a better look at the damage to the front spoiler. Actual damage is worse than a first glance might tell. But it is still much easier to repair than to prepare a new one.
Also been busy sourcing the parts for the gear box. As I have a healthy amount of distrust in British Leyland’s numbering systems I decided not to go by the (parts) book, but dismantle everything first and measure all serial number related parts. The typical LT77 parts were sourced through S&S preparations ...
Whereas the bearings were carefully measured and, using SKF’s main catalogue, numbered. After which it was pretty easy to order them through a friend’s work shop ...
For one bearing I opted for a slightly different approach. The rear end bearing (the only ball and metric bearing in the ‘box) will be replaced by a fully sealed (for life) version. This has two advantages. First it is sealed from any debris wandering about inside the gearbox. But most important, as it sits against the rear oil seal it will act as an extra seal itself.
I also spent some time cleaning up the garage. Main reason for that was that I wanted to find a little tool I had made a few years ago when I rebuilt the current gearbox in ‘t Kreng. Indeed a dummy for the main shaft bearing, to enable measuring first gear’s end float.
And last but not least, I received a notice from my insurer last week that they agree with the damage valuation. They even managed to transfer the money to my bank account.
And I used the opportunity to have a better look at the damage to the front spoiler. Actual damage is worse than a first glance might tell. But it is still much easier to repair than to prepare a new one.
Also been busy sourcing the parts for the gear box. As I have a healthy amount of distrust in British Leyland’s numbering systems I decided not to go by the (parts) book, but dismantle everything first and measure all serial number related parts. The typical LT77 parts were sourced through S&S preparations ...
Whereas the bearings were carefully measured and, using SKF’s main catalogue, numbered. After which it was pretty easy to order them through a friend’s work shop ...
For one bearing I opted for a slightly different approach. The rear end bearing (the only ball and metric bearing in the ‘box) will be replaced by a fully sealed (for life) version. This has two advantages. First it is sealed from any debris wandering about inside the gearbox. But most important, as it sits against the rear oil seal it will act as an extra seal itself.
I also spent some time cleaning up the garage. Main reason for that was that I wanted to find a little tool I had made a few years ago when I rebuilt the current gearbox in ‘t Kreng. Indeed a dummy for the main shaft bearing, to enable measuring first gear’s end float.
And last but not least, I received a notice from my insurer last week that they agree with the damage valuation. They even managed to transfer the money to my bank account.
Edit: a serious setback for the damage repairs. Just got a phone call from the guy who is going to do the paint preparations etc. He has a serious arm injury, as a result of which he will be out for at least 6 weeks ...
