Know what holds
the engine in.
The original parts book shows two front rubber mounts, handed front brackets, two rear gearbox supports and a separate North American restraint. A chassis-number change alters which front rubber is listed. The present 3D engine has no verified mount locations, so use this page to identify and measure the fitted system before planning a lift or ordering parts.
Compact front mounting-chain revision
The earlier reference used a110.07×74.51×194.73mm mount envelope with thick flat faces. A narrower, lower formed-face/rubber comparison now connects revised body shelves to narrower engine feet. The engine/body pose, original central engine plate and three bracket-to-frame axis lines per side stay.
Keep estimates separate from specifications
No calibrated mount dimensions were recovered. The selected80mm X width,150mm Z length,40mm height,3mm faces,90mm paired-stud pitch,15mm access radius, turned edges and34mm rubber height are rounded construction estimates. The supplier’s CHA565 photograph guides formed-face morphology only. These are not dimensions supplied by Rimmer, owner measurements or metric measurements extracted from its image.
The lower bearing plane stays at411.48mm in the construction frame. The upper plane lowers from485.9867 to451.48mm; narrower feet and their6mm estimated bends reconnect to the retained central plate. Three frame-foot fixing axes per side and their base upper planes stay. The two shelf holes per side move to the new estimated90mm pitch. No actual frame receiver or drilling template is created.
The factory mounting plate supplies the hardware comparisons: SH605071 base screws are nominal5/16UNF×7/8in; the single upper screw is3/8UNF, with LH SH606081(1in) and RH SH606101(1¼in) branches. Separate washer/nut roles replace the earlier generic head cylinders. Head heights, washer sections, nut envelopes,20mm exposed lower studs and all smooth bore allowances remain estimates. No thread, fitted fastener identity, engagement, locking, preload or tightening value is verified.
British Leyland76-A-2 distinguishes the later CHA565 movement-stop design and paired interchangeability. The formed-edge comparison does not identify this car’s fitted mount or establish actual stop geometry, gap or operation. CHA280/CHA565 and215372/TKC1830 variants remain unselected.
Remaining registration conflicts
The compact mount envelopes no longer overlap the sampled shaft or damper-platform webs. The whole-plate/alternator-case source overlap increases from4750 to5793mm³, and whole-plate/shaft overlap from253 to628mm³; the plate also reaches the sampled rotor. These are unresolved reconstruction conflicts, not actual-car interference findings. Engine, alternator, shaft and frame poses stay. No neighboring mesh is trimmed or moved to erase these results. The full comparison report retains both old and current values.
Connections and workshop limits
The original central plate material/profile/holes stay, with one connected reconstructed plate and feet. Each body bracket is connected, the rubber and two metal faces are distinct, and the reference upper fixing passage is open. The right bracket’s central web remains below its shelf opening: a local open bore does not establish a through-car socket or tool path.
Use the view to distinguish body bracket, rubber/formed faces, engine foot and separate fixing roles. Display separation is illustrative. No loaded support, rubber compression/bond, safe lift, verified release sequence, actual alternator/filter/shaft clearance or replacement/removal path is established. The current engine/body frame remains unregistered.
The GU47T front-panel code and FP4025UE engine stamp do not establish the GAN6 chassis sequence. The change point describes original fitment; the factory bulletin below separately permits a later matched replacement pair.
The owner’s IMG_6897 locator view ↗ marks a possible filter-side front mount area behind a cross-car tube. It is a way to find the area on the car; the rubber, part number, hole centers and hidden joints cannot be verified in that photograph. IMG_7041 now supplies stronger visible mount-area context; calibrated planes and hidden attachments remain unresolved.
Factory front mounting groups
The diagram shows the relationship in the parts plate, not mounting coordinates, fastener access or a removal order.
Before GAN6-166304
The factory list calls for two CHA280 front rubber mounts, one each side. Their exact fitted form and dimensions have not been checked on this car.
GAN6-166304 onward
The list changes to two CHA565 front rubber mounts. Rimmer lists CHA565 from VIN 166304. That production listing does not include the factory’s separately documented paired replacement option.
Factory paired replacement option
British Leyland bulletin 76-A-2, January 1976, identifies CHA565 as the later mount with movement-limiting stops and permits replacement of CHA280 when the new mounts are fitted as a pair. An earlier chassis number therefore does not exclude that documented replacement option.
This does not identify what is fitted now. The reference CAD has no reconstructed stop contact or travel, and the bulletin supplies no mounting coordinates or removal procedure.
| Factory item | Part and count | What to check on this car |
|---|---|---|
| Front bracket | CHA257 right, CHA258 left; one each | Mark left and right as seen on the vehicle; photograph their shape, frame attachments and engine-facing connection. |
| Front rubber | CHA280 before change point; CHA565 from GAN6-166304 or as the documented replacement pair | Record original/fitted type and stud arrangement; distinguish a matched CHA565 replacement pair from a single mixed-type replacement. |
| Rubber to bracket | Four NH605041 nuts and four WL600051 lock washers | Photograph both sides and record missing or changed hardware. |
| Bracket to frame | Six SH605071 screws, six WA108051 plain washers and six WL600051 spring washers | Record actual access and frame condition; the drawing does not give coordinates or tightening values. |
| Rubber to engine | SH606101 right, SH606081 left; one each, with WC110061 washers and 53K1663 nuts | Keep the different right/left screw references distinct. Verify fitted thread and length during a planned service. |
Rear support and North American restraint
The same factory plate lists rear bracket CHA266 and two rear rubber supports: 122689 before its later change point or CHA615 from GAN6-176236. It also lists a North American engine-restraint cable CHA463, restraint CHA487, and two CHA488 rubber pieces. The plate establishes their parts and relationships, but does not prove the restraint is still installed on this car. MGOC's mounting guide notes that some very early 1500 cars may lack a gearbox restraint; inspect rather than assume.
Factory access sequence to compare
Workshop manual PDF p. 9, printed p. 82 ↗ has separate left- and right-hand front mounting operations, 12.45.01 and 12.45.03. The scanned page is headed U.K. specification. Its access steps are useful landmarks, but the applicable North American procedure and any emissions or exhaust differences must be checked before work on this car.
Left-hand mount · 12.45.01
The manual first removes the fan guard and supports the engine. It then separates the mount from the body bracket and engine foot before raising the engine enough to remove the mount. Its printed sequence does not define a safe support point or lifting height.
Right-hand mount · 12.45.03
The manual first loosens the exhaust manifold-to-pipe joint, removes the fan guard and supports the engine. It separates the engine-foot fastener and the two body-bracket fasteners before raising the engine. Check the actual exhaust, shield and fastener access on this car; the left and right jobs have different obstructions.
These are condensed reading notes, not a standalone removal procedure. Use the complete applicable manual page, confirm the fitted parts and obtain support and tightening instructions before loosening either mount.
Remaining dimensional and service evidence
- Photograph the GAN6 chassis identifier and each front mount from above and, with the car safely supported, from below. Keep the GU47T front-panel and FP engine numbers in separate fields.
- Use the supplied IMG_7041 for the visible filter-side plates, fasteners, rubber area and surrounding obstacles. Keep the hidden attachment map and opposite-side configuration unresolved where the supplied views do not establish them.
- Record cracks, rubber-to-metal separation, oil contamination, sag, corrosion or contact marks. Record what cannot be seen without disassembly.
- For a future 1:1 CAD build, measure the bracket holes center to center, rubber free and installed thickness, stud centers and projections, and the three-dimensional positions of those features relative to the crank centerline and the front engine-plate face. State each datum and whether the engine was loaded on its mounts.
- Photograph the rear bracket, both rear rubbers, crossmember and restraint cable/bushes. Record any evidence of gearbox-to-tunnel contact.
- Before loosening a mount, identify the applicable complete workshop removal/refit procedure, lifting/support points and tightening values. The parts plate supplies none of those instructions.
Inspect the front support chain
The whole-car model now separates each frame-side bracket, rubber comparison and engine-side foot. IMG_7041 ↗ supplies stronger visible filter-side plate and fastener context beneath the alternator. It does not calibrate widths, hidden joints or the opposite mount. The filter-side profile uses that visual evidence; the other side is a factory architecture comparison, not a mirrored fitted survey.
Every modeled contour, relief, sheet thickness, bore, stud/bolt center, rubber size and engine/frame station is estimated. The catalog establishes the bracket-side two-fixing interface and three frame screws per bracket; the displayed fixing centers are illustrative. The rubber is not identified as CHA280 or CHA565, and its free/loaded thickness and compression remain unknown.
Frame brackets stay at their source stations during general separation; engine feet follow the coarse power unit; rubbers move away for inspection. Those are display conventions. Chosen face coincidence explains the reference chain but does not verify a joint, support load or clearance around the photographed filter, alternator and shaft. The UK manual comparisons below remain distinct from a validated North American procedure, and no engine lift height or release direction has been established.
Inspect the rear gearbox support
The whole-car view now separates a rear cradle, two rubber comparisons and a body-side crossmember reference below the gearbox and inside the tunnel surroundings. The factory mounting plate, PDF p. 72 ↗ supplies the folded-bracket and paired-support architecture. CHA266 is a bracket comparison; neither 122689 nor the later CHA615 rubber is identified as fitted on this car.
The plate establishes two rubber supports and separate fixing relationships. All displayed contours, inclines, lengths, loaded contacts, holes and common body/gearbox coordinates are estimates. The crossmember’s floor/sill returns explain a possible structural relationship; their form and attachment are unverified. They do not identify a detachable crossmember or a support point.
The cradle and crossmember stay fixed for inspection; the rubbers move outward and upward when the general separation slider is used. This movement does not establish removal order, attachment ownership or a release direction. The North American cable and restraint remain documented comparisons; they are not silently added as fitted hardware.
Use this study to rehearse identifying the case, bracket, rubber pair, crossmember and surrounding tunnel before comparing the complete applicable procedure. The existing views do not establish rear-support dimensions, loaded rubber condition, restraint installation, tool access or a verified withdrawal path. The factory front-mount operations above do not validate a rear-mount replacement procedure.
Locate the supports in the whole-car reference
The front frame reference ↗, bulkhead ↗ and transmission tunnel ↗ now distinguish the structural regions around the power unit. They follow catalog architecture with estimated surfaces and stations. The frame sections stay together during the general explode view; this does not turn welded panels into removable assemblies.
The source engine envelope, frame and tunnel are not surveyed together and may intersect. Separate front bracket, rubber and engine-foot references now meet estimated rail stations. Their fitted geometry, rear supports and restraint stations remain unverified. Use the factory inventory above to identify the actual interfaces; the body reference and detailed engine STEP still have no verified common frame.
The downloadable STEP currently stops at the engine assembly; it does not contain measured front brackets, rubbers, frame, rear gearbox supports or a validated engine-withdrawal path. The front change point and rear supports belong in the parts plan now, while dimensioned mounting fit and a common engine/body frame remain unverified.
New owner evidence · IMG_7034–7042
These views are integrated as direct visual evidence. They do not establish hidden thread or seal geometry, calibrated mounting coordinates, electrical compatibility or a verified removal path. Browse all nine new photographs ↗
Earlier correction of the sideways front-mount model
This historical orientation stage precedes the current compact reconstruction above. Its mount envelopes, shelf pitch and upper bearing plane are superseded; the vertical-axis convention remains.
Owner IMG_7041 and the factory mounting drawing show the support stack through an engine foot, rubber mounting and body-bracket shelf. The former reference placed the rubber faces and fixing axes sideways along body X. Both native front mounts now use vertical body-Y fixing axes with horizontal engine-side feet and body-side shelves. Exact installed angles remain unmeasured.
The former rubber and bonded-face envelopes rotate rigidly around their existing centers. Their dimensions are retained as estimates, not promoted to owner readings. The single-fixing face is above the paired-stud/access face. Three frame-foot fixing axes per side and the frame-foot upper planes stay. New connected brackets carry the shelves; new upper webs and downward folds join horizontal feet to the original central front plate. Its original profile and holes remain intact. Bracket/foot gauges of 3 mm and inside bends of 6 mm are construction estimates.
Two body-side stud/nut comparisons and one engine-foot bolt comparison share each vertical stack. Plain reference bores and local source face coincidence do not prove actual thread engagement, rubber compression, support strength or socket access. The opposite-side outline follows factory architecture without a fitted owner survey. The modern CHA565 listing supports a catalog comparison only; the actual rubber identity and CHA280/CHA565 branch remain unselected.
What the correction does not resolve
The engine/body transform, mount centers, steering column, filter, alternator and lower body/frame exports stay. The updated source still overlaps its independent column, alternator and body-platform references. Those conflicts are recorded in current validation; they are model-registration discrepancies, not findings about the actual car. No relief is cut into those neighbors, no receiver is invented, and no loaded or supported engine state is established.
The UK manual illustrations 12.45.01/.03 corroborate the vertical stack and distinct fixing roles, while the North American restraint/support/procedure gaps remain. Inspection separation is illustrative; no safe lifting point, height, complete release order, tightening value or verified removal path is provided by this correction.