That water pump is the source of the TR7 and Stag and Sprint engines reputation for un-reliability.
Even in perfect condition, it is marginal at best. It was fitted because SAAB planned to use the engine
in a FWD setup, turned 180 degrees from the Triumph setup, so it was not practical to mount a water
pump on either end of the engine.
It failed as early as during the first tests conducted by AutoCar or The Motor or some other reputable
magazine of the era. The over-heating could not be explained, but the Factory said they were
investigating it.
A friend in Oxford has a jack-shaft mounted on a stand that failed in conjunction with the water pump
and destroyed his Stag engine...twice.
The best thing to do with it is to throw it as far as you can with either hand, replace it with an EWP,
then forget about stripping skew gears and breaking the cam-chain, special filling methods, over-heating,
air-locks, cavitation, slipping impellors, pump cover clearance, head gaskets, warped heads, pump seals,
pump bearings, water leaking from the hole in the side of the block and a myriad of other ailments that
the clockwork pump is responsible for.
I fitted an EWP to a Sprint engine in a TR7...there are some pictures here
http://s991.photobucket.com/user/stag76 ... t=3&page=1
A friend had his done by local Jaguar/British car garage to the tune of $600 because of time constraints. Within a year or two it started leaking. He ordered a rebuild kit for $35 and proceeded to do it himself to find that mechanic hadn't bothered to remove the brass cage. After refurbishing it properly it remained fine ever after.
