Not possible. The webbing for the crank bearings is bigger than the pistons; the pistons will not fit from the bottom, they can only be inserted from the top.

 

If that was ever a case the engine designer should be shot.

 

please re-read post #2. it was the question in the first sentence in that post that i was answering. and in that post the question was posed WRT to "any" engine.

 

a rather drastic measure you're suggesting in order to support your contention, i think.

here's a link to support my response to the question originally posed in the first sentence of post #2.

https://forums.aaca.org/topic/291916...s-from-bottom/

 

I've not seen that be possible on any engine I've worked on, from automotive to industrial engines that weigh 30 tons, the pistons all come out through the top.

The only possible exception I can think of is a Fairbanks Morse vertically opposed diesel from the 1930's, as it had no cylinder heads. It was a pair of crankshafts top and bottom and the pistons met in the middle of the bore to provide compression. But for a conventional multicylinder engine with a cylinder head, it shouldn't ever be possible to put pistons in from the crankshaft side.

 

i shouldn't have to do this, but please read this.

https://forums.aaca.org/topic/291916...s-from-bottom/

 

Not really relevant to the Jaguar engines on this forum though is it?

 

Some high performance engines from the vintage era had non-detachable heads, notable Bentley and Bugatti. As for removing and replacing a crankshaft from under a car, without about 12 arms and the strength of Hercules in each one, it would require some clever improvisation.

 

I have replaced the big end bearings in a Ford Cortina 1500 GT in a carpark with the front wheels on bricks but to remove the crankshaft you would have to have the gearbox out anyway to disconnect the flywheel.

 

Rob - the gearbox is the easy bit: angle grinder, cut the floor out, pull the gearbox back ...

 

Peter
I did that once on a manual MK7 to get the gearbox out so I could remove the flywheel. I was living in Cunnamulla which is pretty remote town in the QLD. outback with limited engineering facilities.
The ring gear teeth were integrally machined in the flywheel and were stuffed,
REPCO (Australia) did make a replacement ring gear and an engineering firm in Charleville was able to machine off the old teeth and fit the new ring gear.
After refitting the flywheel and gearbox the floor was re-fitted with 2 inch wide fairly flat aluminium D mould and lots of pop rivets and butyl mastic sealant.
Plenty of carpet underlay concealed the evidence and I drove it another couple of years before selling it and replacing it with another later MK7 MOD
This all took place around 1968. From memory the MK7s engine number was A5474-7

 

I think I am right in saying the Mk7 had a separate chassis so cutting the floor would have made no significant structural difference to the car. The whole body work and floor on my Lotus seven was held on with pop rivets but the chassis was the structure of the car and everything else was bolted to that. Don't think you would get away with pop rivets on a Mk2 or S Type but some people have tried. We have seen the photo evidence occasionally on this forum when owners start stripping out old work during a restoration.

 

Yes, the MKs 5,7,8,9 had a separate chassis.
In view of the large body support rails on the MK1 to 420 cars I think you could probably get away with it.

 

Yes. More acceptable for Mk VII than a Mk2, but that's not stopped a few mechanics. Most often, they completed the repair with a few tack welds and a lot of black mastic. In one of Norman Lewis's stories, he did it when he had to replace the clutch of a saloon racer in a few hours with limited facilities. William Heynes responded with silence when Norman told him about it.

 

Norman Lewis should be Norman Dewis. It used to be worth going to spares day just to chat with Norman and Peter Wilson.