Finally got around to removing front pump. No obvious signs excessive wear or damage.                     Although the bushing seems to be worn on one side but not sure if it's excessive.            

blockplate to flexplate measured 21mm and convertor to bellhousing 21- 23mm depending which side I'm measuring from.

the bonus with setting up for AU engine.. is if it needs another down the track, they are far more common currently, without head gasket issues..   would be interesting to see the cost differences.. assuming the engine wasn't fubar in the XG (rust from sitting with blown head gasket/full of water for months/years?)    but this was initially done with an AU engine with intent for BARRA down the track, hence the tuff mounts sway bar ($400 ish, also clears the AU sump)

  what else needs buying? (i'll add prices from Jollys price list later when i have time)
Belt.. probably similar cost to an EF -AU belt anyway.  $40 to $60 
XH air con bracket and compressor $ XH tensioner $
AU alternator used..  $50 ish
bit of splice with radiator hose to neck it down to the AU water pump outlet size. (probably is an adapter for it to buy) $ intake gasket needed $     

it seemed a risk, for not much extra an AU alternator was purchased and will be plug n play. the 6PK2460 belt was purchased from repco ($20 dearer, but had the option to return if it didn't fit)
 
 

Not sure? If it's for the 3 wire one, maybe it just runs at full output, without any control?

So that BA alt won't work in XG in 2 wires? What's the loom for?     Xg engine is cooked. Glazed bores head needs machining...$4000 reco? $172 for the AU engine that has an MLS gasket fitted seems cheaper even with the custom bits

So long as it's a two wire alternator, not the later 3 wire one (refer patch harness pic with missing center pin)   Later BA/BF 3 wire alternators, are duty cycle controlled by the PCM.   Me personally, I'd avoid everything and just fix the XG engine (new composite head gasket, with ARP head studs)   Even AU head on XG seems easier possibly? (needs block machined to correct RA finish, to seal AU spec MLS head gasket)

The converter is normally guided in the pump bush and the pilot or spigot in the motor .  That should keep it centered.  But as I mentioned that mark where the bush has been running if it for some reason has picked up or is not central could put the inner gear into the crescent.    Also need to verify that there was in fact correct clearance . That can be measured with it all apart , get a reading blockplate to flexplate ( usually around 19mm) , then seat converter in trans and get a reading bell front face to converter feet )Usually 23-24mm).  Perhaps the no push back was just where was caught in the mount holes .  A little tidying up in those holes so they fit easy will help going back together 

Thread revival on this,
I've chatted to Thom, and might make a separate conversion thread section as it's been a big read to get the basic needs for just a later engine swap 
I'll update this with more once it's fitted within the next few weeks.,  EA to EL engines are getting rarer in the wreckers, and this AU engine was chosen due to listed low kms (176,000) and AU head gasket is better than a risk on anything older possibly cooked due to head gasket issues.    a mate of mine is about to (hopefully) put an AU series 2 engine in an XG current parts gathering and testing has got the engine mounted with the following. (BA alt mounts same as AU2/3 and he had it on a barra engine he was considering using) AU2 engine
XG dissy
XH air con bracket
XH air con compressor(need custom hoses to work on XG?)
XH belt tensioner
BA alt(because he had it)
AU spec water pump and power steering will have XG exhaust manifold and XG intake
XG thermostat housing/temp sender Tuff mounts Sway bar for AU/BA     some notes @SPArKy_Dave might be able to confirm? will this patch loom allow a BA alternator to be used in an XG with AU 2 engine, or an AU 2/3 car?https://www.efisolutions.com.au/3-pin-alternator-patch-harness?gad_source=1&gclid=EAIaIQobChMIhJL2pKHnigMVVw6DAx0rLzuREAQYASABEgLvzfD_BwE    
Belt is yet to be confirmed, but it might need to be a custom length, however after looking up the sizes. estimated after measuring  this seems a close size 6PK2480   6PK2690 EL V8 shown in pics below way too big.  6pk2380 AU Belt appears way too short when tested 6PK2400 XH belt also too short when tested 6PK2510 AU VCT (likely to be tested soon, will update this shortly)    some photos that might help when i redo the conversion thread.  Thom's engine back from page 1
  XH air con bracket from today's conversion   the set up that would work if you were running a BBM (broad band manifold from EF to AU ) 
  log manifold doesn't clear the air con pump
  this is the XH air con bracket and pump and tensioner with the log manifold from XG 
  basically the above with front view (V8 belt fitted just to check the belt path doesn't cross the intake on throttle body)  

Hey thanks for your help everyone, turns out that for some reason he decided to sell the car which he paid $3500 for $100 to a guy who is making it a paddock basher even though he was previously offered over a grand for it. He decided to tell me this afternoon even though he did it a week ago. So theres some time Ill never get back chasing parts. On the flip side this thread has given me some useful info about btr boxes.