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A few more pieces were installed onto the timing cover, namely the oil adapter and the oil pump itself. The oil pump gears were first installed dry in the timing cover housing and gear protrusion was measured to be .003". With a dry gasket in place and the pump cover fitted, the pump was turned over with a screwdriver to be sure there was no binding. I then took it back apart, and packed the pump housing and gears with synthetic grease, and reapplied the gasket and pump cover, torquing to spec evenly in a criss-cross pattern. A few twists of the adjustable pressure regulator will increase pressure by about 15 psi, so I hope to have a peak pressure of 70-75 psi.
One of my pet peeves with Opel engines is the crappy stock timing mark on the flywheel. I make this easier to read and to adjust by marking the crank pulley and using the timing cover as a reference. First, the #1 piston is raised to exact TDC (measured with a dial indicator), and the crank pulley is marked relative to the large timing mark on the timing cover. Then I remove the pulley, laying it on a degree wheel, carefully centering it and aligning the mark I made on it with '0' on the degree wheel. Noting the direction of rotation, I mark the pulley in 5 degree increments, stopping at 40 degrees. There is really no reason to ever go beyond 40 degrees, and in fact it is there only as a reference since timing will never go that high. On a turbo engine such as this, total timing will be more on the order of 22-25 degrees, so even 30 degrees is somewhat redundant!
With a file, small notches are made in the edges of the pulley coinciding with the ink marks I made on the pulley. After the pulley is powdercoated, I'll be taking some contrasting paint and marking the hash marks for ease of identification when timing the engine later on.
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