[Tony Smith]

I believe the English Carrier engines are more closely related to an earlier V8 engine (37-LB) than the CMP or Australian Carrier engines (99A), but for our purposes the sumps on the two types are close enough to discuss them as the same.

There are other small, but significant differences with installing a 99A pan to an 8BA engine besides the integral bellhousing.

As can be seen from the comparison of the sump gaskets, there is a small difference with position of bolt holes around the rear crank flange. The 8BA uses a modern or "Conventional" rear flange seal (although it was an radical innovation at the time) and has two bolt either side of the crank flange. The 99A and earlier engines have an inefficient (but typical of the period) seal system using a cup and wick arrangement, and the pan is designed around this system.

The 99A engine also has a valve chamber positive ventilation setup that is quite differnt to the 8BA. The 99A has an internal draft tube from the valve chamber, down the inside of the block to the sump. In the sump chamber, the tube is positioned next to a bulge on the sump pan that is sealed from the engine oil. This bulge has a vent on in that is designed so that when the engine fan is running or the vehicle moving forward, a venturi effect creates a vacuum to draw vapours out of the engine. The 8BA did away with this internal tube by fitting a draft tube direct to the exterior of the inlet manifold that ran down the outside of the engine.