With the crank case separated there were a few items that needed removing before they were ready to be cleaned.
First up, the oil pressure relief valve, this is a big 17mm nut on the off side
Inside there’s a spring and a plunger, which needed extracting with needle nose pliers.
On the other side is the low oil pressure sender.
In the front there’s some rubber seals for the oil cooler unions.
The oil filter mounting plate is held on with two alan bolts, one inside the filter mating surface and one at the top of the plate.
There is a rubber o-ring seal in the bottom of the plate where it mates with the crank case.
The head studs are a bit awkward but the standard stud extraction technique of a pair of nuts clamped onto each other should provide enough purchase to get them moving.
As part of the rebuild I’m fitting the SPOG oil filter adaptor, this allows the use of the more common 3/4″ 16 UNF threaded oil filters. The kit comes with a a pair of nuts that fit the M16 thread on the old spigot and, using the same technique as for the head stud removal, it unscrews.
The new SPOG spigot has the smaller M16 thread on the lower half so it fits back into the mounting plate but the larger 3/4″ 16 UNF thread on the upper to attach the oil filter.