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Interceptor 650

Ah - G994PNH - where are you now - There follows a blow by blow account of the long struggle to get this car up together. This was originally written on a Psion 5 on successive evenings down the pub and published using the Serif Webplus service that is now discontinued so is now reproduced as a text file

The time finally arrived for the timing readjustment. The first Sunday dawned and at the crack of noon the jacking up commenced. A space was vacant outside the garage and after a matter of minutes the front of jthe car was 18" higher than normal and supported on some shiny new axle stands. Due to continuing works to the aircon system the sound deadening pan was not fitted so a depressing view of the underside could be rapidly obtained. Battle was commenced with the electric fan removal. Water draining, hose removal, airbox, cover, idle speed controller, throttle switch, distributors, plugs, brace, all came out with relative ease. Then came the viscous fan removal. Never having owned a car with one of these before I hadn't realised that they can be difficult (!) to remove without a peg spanner - fortunately an old motorbike brake pad was successfully modified to act as a spanner and removal was acheived. After this the serpentine belt, alternator, engine mounting and right hand cambelt cover almost flew off (the rounded hexagon on the tensioner release proving not to be the horror story expected). The manual (or what I have of it) now suggested lifting the left hand cambelt cover of upwarde but after making some nasty marks on the radiator core (no leaks here, please, not with an integrated transmission oil cooler and god knows what else to jack up the price of a replacement) I retired to consider further options. My long suffering mechanic said that he had swung the radiator and front of the car forward to gain clearance but this seemed a lot of work so the oil cooler was removed after undoing the one remaing unsheared bolt and cutting the several dozen cable ties that retained it. After hanging it up on bungee straps it was easy to remove the left hand case. The alternator front bearing was about as worn as it is possible for a bearing to be so the alternator was entrusted to the local auto electrical shop for repair.

Some time before this part of the saga began the Matra 3199 locating camshaft locating flanges hasd been received from a dealer in America. They were from Germany but nobody in Europe seemed to be interested in them. After releasing the cambelt idler and removing the cambelt from the camshafts (why do people insist that the sprockets must be removed?) the flanges could be fitted - You can turn the camshaft right round with a spanner and nothing appears to hit anything else! - and after only minor fiddling the camshafts were locked in place. The crankshaft could now be set to TDC as instructed. After about half an hour of trial and error with the slack on the cambelt all appeared to be correct so the idler pulley was tightened up, the flanges removed, and the timing mark checked on the LH distributor - after a couple of rotations by hand it was spot on. Hooray!

I can't see that you can set the timing on these engines without the flanges as the numerous idlers and labyrinthine path of the timing belt make it very difficult to position the LH camshaft correctly when fitting the belt.

After doing the belt tension reassembly proceeded in time honoured Haynes manual fashion - as the reverse of dismantling and including the repaired alternator.. I really can't believe the book time for this job - 8 hours with a lot of practice I would have said.

It became obvious that the front engine mounting was past its best when it fell into two pieces on removal. Audi ordered a replacement, and being convinced that weeks would pass before it arrived the old mounting was superglued back together and secured with long red-heated screws. Needless to say the mounting arrived 3 days later and, because of this, the repaired mounting held up perfectly!

At last, however, the last cable tie and jubilee clip was secured and the key turned. Started, no whirring noise, no leaks, no fault codes, went twice as well!

Not only was the whirring noise gone but also the low voltage that had plagued the car was also gone both due to the alternator removal, repair and refitting / replugging.


 

Part Six



Part Seven