A lot of worrying crud, probably friction material, on top of the filter, which is what led to the replacement of the OD:

Gearbox separated from engine, bit of wood wedged between ring-gear and starter pinion prior to undoing the clutch cover plate bolts to replace the clutch at the same time:

Gearbox on Workmate preparatory to fitting OD:

OD pump cam and splines on gearbox output shaft. Just like the gearbox first-motion shaft and crankshaft there is a pilot bearing in the OD for this shaft as well:

OD pump with cord to pull it back so the roller goes over the cam. Position the shaft so the cam presents its lowest profile to the pump roller:

Splines just visible inside the OD, pump shaft and roller at the bottom. The yellow arrow is the outer splines connected to the planet carrier, blue arrow is the inner splines of the one-way clutch. The one-way clutch can be rotated anti-clockwise relative to the planet carrier splines (output flange held still) but not the other way, and the two sets must be in line or the OD will not go on the mainshaft. Here the one-way clutch set has been turned a little too much with the inner set visibly anti-clockwise of the outer set and the OD would not go on. It's very difficult to get them exact so instead position the inner set fractionally short of being in line i.e. just visibly clockwise of the outer set, and it should be nudged into the correct position as you fit the OD onto the shaft:

Cam on shaft blue arrow, roller on pump shaft yellow arrow. When the two sets of splines are not aligned as above the OD stops just short of the side of the pump roller reaching the cam:

With the splines not aligned the ends of the studs on the OD just start to go in the holes in the rear extension then stop (OD sump at the top):

Jacking up the OD to enable fitting washers and nuts to two of the studs:

The two awkward ones on the V8, even a slim ring spanner would not go on:

OD fitted, time for a celebratory bacon sarnie!

IMPORTANT! The LH overdrive is attached to the gearbox with the solenoid and the manufactures info plate on the bottom. Unlike the D-type where they are basically on the side.

Arrowed is the flat on the casing that allows the removal of the V8 propshaft bolts while the flange is still fitted to the output shaft. Not possible with this 4-cylinder flange, which is smaller:

The socket in the gearbox for the remote change ...

... and the split bush on the ball in the tower, which is identical to the bush on the bottom of the gear lever:

The disposition of the bottom two bell-housing bolts, spacers and exhaust mounting bracket:

Back together, gearbox harness fitted, ready for reinstallation. Incidentally I believe now that the gearbox harness should go under the remote control extension, not above it: