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Not sure about the split pins but could easily be reproduced by cutting back longer ones from a kit of various sizes kept by many people in their garage. As for the washers, could use some myself. Unless I am wrong there these are fitted to the tops of a couple of long bolts which pass through from the top of the flange on the engine and mating gearbox. The shape of the washer locks the head of the bolt which allows the nut to be tightened from the gearbox end along with the additional fixings.

I believe I have located the proper location for the “special” washer.
Can anyone confirm?


On the differential side of the block toward the clutch slave cylinder and below the drain plug is a hollow dowel.
The washer is positioned there.


There seems to be a disagreement on the proper orientation of the bolt.



In the picture below you can see the hollow dowel and the “bump” on the block where the washer bevel would sit.

In engineering, where a nut and bolt are vertical then where possible, the nut should be at the lower end - as in Rogers lower schematic drawing. So that if the nut does come undone, you only loose the nut (on the basis that the bolt can't drop out upwards!!!) And the materials still correctly align horizontally due to the positioning of the bolt. Phew, remembered all that from teaching apprentices.

Is 12A1150 washer/collar available in UK?

davidmuir wrote: ↑Sun Oct 10, 2021 1:00 pm Is 12A1150 washer/collar available in UK?

I be sure someone has some kicking allround in their shed...

BMC assembled the gearbox by lowering it from above onto the inverted engine, so for manufacturing purposes I would think it’s easier for all the bolts go in from ‘underneath’ the flange, because that is the upper side and more easily accessible during assembly.

But I’ve always done them as Peter says, for that reason. Same rule for engine mount bolts.

Good point Iain and the engine mountings are a good example

Then what about Steering Rod Ends, should the nut be down or on top?

The taper-lock steering arm to rack joint will not allow you to reverse the obvious there. There are always exceptions to the general rules in engineering applications

Tie-bar to bottom arm is often done wrongly