Car had been run on indicated empty with warning light on for some time. Those familiar with the job will know what's coming next.
2.8 bloody gallons. Fortunately the tanks were of the banjo type, so I just slightly cracked them both and went for a G&T (well, it was hot). A bit of rust debris was present - must've been the tonic.
As the tanks were destined for scrap, I first chapped off as much as I could of each crossover spigot to ease removal. All of these cars have varying tolerances, necessitating various methods of removal. Generally for a TE it's OK to leave the deck in place, and I| did. LH tank came out after removing the deck strut and, of course, aft wood mounting. RH tank cleared the strut, but the ear and air intake had to be removed.
RH tank wasn't yet perforated, but the owner wanted both done, which is common sense. LH tank was the culprit. Not major, but just about to get nasty.
Replacement, with full-length spigots, can be irksome. RH slipped in reasonably, but LH wouldn't clear the exhaust tower. Fortunately I just managed to squeeze it past after removing the exhaust cam cover. No engine mountings were harmed during this movie.
FInally replaced balance pipe and hoses (more petrol) , and fuel filter. All fittings/panels replaced, job done! Or so I thought.
Ran it round the block for a test as he wants me to do some steering bits, and the car spluttered and died, fortunately on the downhill to my manor, so I coasted back on to the drive. A quick test showed seized fuel pump (no great surprise). Fortunately I had a known good used one on the shelf, so threw that on, and all is good again.
One last thing: Emira!