![Image](http://i187.photobucket.com/albums/x133/73VW1800/SquarebackEngineOutI.jpg)
At 1:30PM, the engine is on the jack, the transaxle has a 30# cylinder of R-22 and my laser thermometer as a shim underneath it, all engine carrier and bell housing bolts are off and I slide the floor jack back just enough to clear the input shaft and drop that sucker down.
![Image](http://i187.photobucket.com/albums/x133/73VW1800/SquarebackEngineOutIII.jpg)
At 2:00PM, I have the pressure plate off and my silly ass idea has been laid to waste. What silly ass idea? The idea that if you have a non-indexed pressure plate and flywheel (from its clutch job before I bought it) you can guess a decent match-point by placing the balance drill holes in the flywheel and pressure plate across from each other. Ah, that idea apparently didn't work last February when I dropped the engine to try to get rid of this vibration and detail the engine compartment. As a matter of fact, the vibration has been worse since then. I figured I had it so horrible now that I accidentally stumbled across the max-bad point, and a pretty good chance of curing it today by rotating the pressure plate 180* from where I put it last February:
![Image](http://i187.photobucket.com/albums/x133/73VW1800/SquarebackEngineOutIV.jpg)
The engine was so close to the bell housing that I had to align the clutch disk with a mirror when I re-installed the pressure plate. With a little help from the sun reflecting up in there, I was able to eyeball-center the disk pretty good. At 4:00PM, I started the engine and lo! smoooooth as the engine revs up and down. Took it out on the Georgia 400 for a blast up to 70-75, what a nice plucky little car, my baby Porsche wannabee.
![Image](http://i187.photobucket.com/albums/x133/73VW1800/HolbrookVWs.jpg)