No worries Ian,TehAgent wrote:Any news Jim, or is it dead
Really missing me motor now lol
More importantly, is it fixable?
In answer to the first: No, it's alive and kicking
It's just about fixed
A huge adventure, the car (and original pump) has been fighing against us all day but we won! At this juncture I shall offer massive thanks to Xac (Andy) for all his help this afternoon The full story of today
I started by completing the job of drilling out the "rivets" on the duff pump to find they're not rivets at all but tamper-proof screws. Four came out Ok but the fifth screw is one of the ones that holds the High Pressure Distributor onto the pump body and is made of very high tensile steel. I wore out a whole pad of drills trying but it is harder than diamond
Those pumps really are tamper proof 
Abandoning the old pump, I turned my attention to fitting the mechanical pump Andy brought around yesterday. I cleaned it up, filled it with rapeseed oil and turned it over a few times. All seemed good. I went to offer it up to the engine and the timing point was right on one of the pump lobes and it would not stay right where I wanted it to whilst fitting the sprocket back on. In the attempt to get the sprocket on with the cambelt still in place I lost the woodruff key
It ended up behind the cambelt tensioner jockey OK, No worries, I'll have to have the rest of the cambelt covers off and slip the tensioner off to recover the woodruff key. It took me an hour of blood, sweat and tears (literally!) to get the bolt out of the rear cambelt cover Whoever had last tightened it must have used a breaker bar Finally my trusty crowsfoot did the trick. I had just got the bolt out when Andy arrived and from then on everything went a great deal better The crankshat bolt was a bit of a trial and in the end we had to resort to jamming a T Bar under the wishbone and using the starter. As soon as we removed the lowest belt cover, the missing woodruff key dropped out. Relief!!! The corner had been turned!
The fitting of the replacement pump then went smoothly after that. We had huge difficulty getting the cambelt back on because when the pinch bolt was just slackend, the tensioner would not travel the full distance. It needed loosening off quite a bit and then we were home and dry.
We assembled just enough to allow a test start. On our first attempt to start there was nothing at all, lots of churing and no fire
Eventually it coughed, very reluctantly, into some sort of life. A good sign at least.We rechecked the timing and it was out a little. About half a tooth on the cam and a tooth at least on the pump. We retimed it and on the next start
She absolutely purrs. So good in fact, one of the turbo air hoses blew off quite spectacularly when it was revved because I'd not done up the jubilee clip 
Success!!!!!
All is left now is to refit cambelt covers, tidy up, reassemble and arrange some electrics. I need to find a switched ignition for the stop solenoid and resolve a glowplug issue. Basically, if the ECU is left out, the glowplugs don't work. They work fine with the ECU in but naturally without a pump in place the Engine Management light stays on all the time.
So, to conclude, we have learned that a tamper-proof Bosch Pump is just that, impregnable. On a happier note, a fully mechanical pump works perfectly well with minimal mods. The throttle cable, fuel supply, leaksoffs and fuel return are all a straight swap, the fast idle nearly so.
Now, can anyone say if the ECU is necessary for anything other than operating the glowplug timer now. Does it do anything else we are not aware of that may cause problems if it is left out?
Does anyone know how to make the glowplug controller work independently of the ECU please?
Again, huge thanks again to you Andy, I really could not have done it without you
It really did seem it did not want to be fixed at one point.