Well I agree but not knowing what is normal for this vehicle I have to ask!
So when looking up at the TC through the inspection hole you see the ring gear (it is solid with no movement) move rearward to the flex plate and a cone adaptor to the TC and put a pry bar in i can move the flex plate and TC back ward but it always comes back to place when relaxed. Not working on this make before I am not familiar with the way the flex plate attaches to the flywheel so thought it possible it was perhaps designed this way. So is it the flex plate cracked around the bolts where it attaches to the flywheel?

 

Hmmm, interesting. I thought you were just moving it back and forth, not prying it. I don't know for sure. I've removed the transmissions in these things probably a hundred time (I used to work at a LR dealer) and don't recall any movement, but I never tried prying rearward on the torque converter. Maybe the bolts you removed prevents that movement?

 

Seems like a lot of travel but they do call it a flex plate! The set screws were removed well after this was discovered and they seem to have no real purpose as far as attaching thing as they screw into the thick steel of the flywheel and not long enough to pass through the other side.
Sure have a time with this thing!

 

There is usually a little thing called a thrust washer.
It takes up play in the crank.

These thrust washers are in various sizes to take up slack due to wear.
MG's had these.

Sure enough. These are for the Discovery engines..




538131 (Thrust Washer Set)

 

So, if you can vary the crank in and out meaning - there is play if you push or pry the crankshaft forward and then back - this would be the allowable tolerance for the thrust bearing to take up.

http://www.google.com/url?sa=t&rct=j...I6zSgS6FaWIHoQ

This is called end float:

Set-up DTI to measure end float.
2. Move crankshaft forwards and zero gauge.
3. Move crankshaft rearwards, record end-float
reading obtained.
Crankshaft end-float = 0.10 to 0.20 mm (0.004
to 0.008 in).
4. Remove DTI.
NOTE: Crankshaft end-float is controlled
by thrust faces on upper half of centre
main bearing shell. If crankshaft has been
reground and 0.508 mm (0.02 in) oversize main
bearing shells are to be fitted, it may be
necessary to machine thrust faces of crankshaft
centre main bearing journal to achieve correct
end-float. Ensure an equal amount of material is
removed from each thrust face.

 

No not the thrust of the crank. This is completely in tolerance with little to almost unnoticeable movement.
The movement I have noted is with not a lot of effort I can use a small pry bar and push on the flex plate that is attached to the TC and slide it rearward 1.5cm while the flywheel remains stationary. The give that allows the movement is in the flex plate only but I found it strange that this amount of travel could be considered normal but when you let off the pry it returns to a normal position and it does not appear to move rearward when running. I was not sure if this was a failure at the center of the flex plate and only hanging on by a small amount or normal?

 

So any more thoughts on this TC movement?

 

A question for those who have experience with the liner issue.
I can not find issue with flex plate at least when TC is slid back and I use a borescope to look around up at the flex plate I see nothing but again not a perfect view but some what satisfied that the flex plate is OK. Now with the pan off if I take very close note of the liner fitment at the low block I can see that the rear two cylinders are cut or sitting about 1.5mm lower than the other cylinders and if I had to guess it looks like the one is a bit lower but only slightly. Is this a machining standard or would this be the two sleeves working there way up and down and slowly cutting away at the casting of the block?