Not being one to give up easily, I returned to the last stubborn cylinder after 24 hours soaking in transmission fluid and carb cleaner.
In a rare moment of lucidity I realised the seized piston couldn't be restricting the crank's movement, because I could tap the cylinder up and down on the piston with a mallet, while the crank still wouldn't move. So the crank must also be seized within the innerds of the case.
I wondered if taking the sump plate would yield any information, but it didn't, other than an absence of metal flakes, shavings or other debris in general.
So I worked the barrel up and down a few times on the piston (oo-er missis) then began inserting ever more 1mm plastic shims between the barrel and the case as I rocked it backwards and forwards with the mallet. It really stuck at the end, but after about an hour it came free.
It should not be surprising that it was difficult, given that a good proportion of the piston rings is smeared up the side of the piston.
My next quandary arises out of the fact that the crank will not turn, making it impossible to get the wrist pins out. Any suggestions there? The only answer I have, is to skip straight to splitting the case. Is there any reason not to do so?
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1970 911T, Signal orange (
Restoration thread)
1988 3.2 Carrera backdate, Black
2001 996 Turbo, Lapis blue (am I allowed to put that here?)
I'm looking for a pre-impact bumper 911S or other high-revving 911 to restore - please let me know if you see one.