2 May 2022 Track Rod ends

When I discovered recently that the steering rack boots were split and all the oil had leaked out I knew I had a fairly big job on my hands. I ordered a pair of new track rods ends and boots and my friend Paul offered to help.

I started by jacking up the front of the car, settling it on axle stands and removing the front wheels. Then I used a ball joint splitter to unstick the existing track Rod ends which we’re looking a bit ropey. I got stuck trying to the free up the locking nut on the rack ends but a quick call to ‘Mechanical Mark’ soon fixed this. Mark was round in a heartbeat with a lump hammer and huge adjustable spanner. A couple of firm accurate blows and the locking nut was free. I had sprayed it with WD40 but it could have done with longer – anyway, it was released.

With the track rod ends off we could then remove the steering rack boots which was a bit fiddly but as we were replacing with new we did not have to be too careful.

With the hubs disconnected from the steering arms we checked how well the king pin assembly was moving as this might also explain the stiff steering but both sides were operating smoothly and without any issues.

Next job was to get the new boots on and this was straightforward enough. It was fiddly getting the cable ties on nice and tight and the tails trimmed off but a reasonable job was done on both ends of the boot

The track rod ends wound on easily enough and the rusted exposed thread gave a good gauge as to when they were in the right place, although I had counted the exposed threads (16) and number of rotations (17) so I’m confident they are near enough aligned – that’s always assuming the tracking was right on the old ones which is anyone’s guess! Once the ends were threaded on we popped the shank onto the hub and tightened up the locking nut. The near side was painful as the locking nut wouldn’t go on, it just spun the ball joint. I got a bit lost and had to admit defeat, solving it later in the week. The key is to get the shank nicely bedded into the opening because then the taper grips and stops it from turning. I used a hammer handle to brace it while I got a few turns on and then it was easy breezy. I pumped the oil in a couple of days later and it’s all back together as intended.

20 March 2022 Oil in the wrong places

Oil is vital stuff, finding its way between all those rapidly moving metal bits that make the engine go vroom and preventing them from welding themselves together. However, sometimes it escapes from where its supposed to be and then it makes a big mess. Well this evening I was able to look under the bonnet of the MGB to check on some oil misting that has been present since recent start ups. It’s nothing severe, but clearly not right and I wanted to see how bad it was since my first drive a couple of weeks ago. On opening the bonnet there was a tell-tale mark, running transversely across the underside of the bonnet originating from the front of the engine. It wasn’t as severe as the other day, but there is enough to make a mark and not something to ignore. However, I quickly realised that this particular evening I wasn’t going to be able to get under the car to see where the oil was coming from, having checked all possible locations accessible from above where it might be coming from. The pattern of the misting point towards it being linked to the main pulley which as it goes round and round is I think throwing up the leaked oil. Everything points towards the sump, pulley seal or timing chain cover. So a fairly big weekend job there to work through these areas and resolve.

While I was looking, I did a general look around for any other leaks. In the near side chassis rail was some petrol. Not a lot, but a recognisable quantity. Oh dear. I felt around the fuel pipes which were nice and dry and then under the carbs. Aha. Under the front carb (the float chamber) it was damp, so this points towards a seeping seal. Darn. I have had these carbs apart when I was troubleshooting them, so its going to be my fault, but I suspect the float chamber cover seals are not, well, sealing. They were a pig to refit, so I’ll have the carbs off and look/replace the seals as they may well be mangled. Seals are £1.46 from SU (plus £5 for postage!). I am pleased to have spotted this at least before the leak got too bad!

Petrol leaking onto this chassis rail

While looking at the carbs I took a good look at the throttle mechanism as at present the car does not idle nicely all the time. The cable is a little slack but the the spindle returns to the stops so that is not sticking. It could be the mixture as I have fiddled with this in trying to set the carbs up. When I can grab an expert for the day (Hi Dad!) I’ll set these up from scratch, but in the meantime, I took the spark plugs out to see if they would give me any clues as to the mixture. The photos are below in front to back order. I’m going to leave this to the experts to comment, however I think its fair to say the carbs are not set up right!

The off-side chassis rail was also not pristine, having oil spotting around it. I wiped this up and looked for a possible culprit. Feeling under the oil filter, my fingers felt oil around the bottom of the union with the oil cooler pipe. This union is a beast of a with a 15/16th fitting. It a double nut thingy where you have to hold one nut while doing up the other so I had my 15/16th spanner on the oil pipe fitting and an adjustable on the filter end and was able to tighten it by a good quarter turn. I am hopeful that this will stop that leak, but it will need to be checked next time I run the engine.

I tightened up this joint

Finally, one of the grill stays had a loose fitting. No idea why, the grille hasn’t been off for ages, but I might as well fix it while I am here. The threaded screw was a bit second hand looking, so I looked for a replacement. I found a bolt the same thread which was a bit long so I shortened it with the hacksaw and along with a couple of washers it fitted nice and snug and that was one less rattly thing on the car!

Tightened up this grille stay

A busy half hour on the car, but some steps forward which is always good!

12 March 2022 Fuel’s errand

I’ve had a fuel leak / seep from the petrol tank for a long old time and today I got it sorted. I suspected the seam where the sender unit goes in, but to be honest, I wasn’t sure I had the sender in properly or the filler spout. I had obtained a replacement tank from the supplier which was a larger ‘touring’ unit so a swap was on the cards in any case. I was on my own today so not the easiest operation. I began with jacking up the rear and putting it on axle stands which enabled me to remove the end section of the exhaust which bolts on about midway along the car and is then attached to a rubber hanger at the other end. Then I detached the fuel line and with the tank propped up on a couple of boxes I undid the bolts and nuts on a diagonal pattern which sort of allowed it drop in a controlled manner.

Now to fit the new tank, but learning from previous experience I took great care to fit the sender, the rubber seal and sealing ring to the tank, and to slop some petrol in and check for leaks before it went anywhere near the car. Miraculously the new tank could hold petrol and I had confidence the sender was properly seated in place. Now for the awkward job of offering up the tank to the receiving bolts (fixed to the chassis) and simultaneously dropping the bolts from the boot floor through the brackets and lining up the threaded connectors. I needed to have a couple of extra hands, but with none being available I did my best octopus impression and managed to have all the nuts, bolts, washers and connections properly done up. The fuel line was easily fitted, so it was onto the exhaust. This was another job which was fiddly to undertake solo. It took me a while to get this done – the bolt up connection at the midpoint is easy enough, but the rubber hanger where the exhaust exits is seriously fiddly. The bolts just did not want to bite and the rubber hanger was pulling the bracket away from where they needed to be. Furthermore, the sun was streaming in my eyes making it difficult to see the holes. I had to drape a throw over the back of the car and crawl underneath just to see! Helen came home from popping out to see my feet sticking out from under the car with a cloth draped over it. She must have wondered what on earth I was doing. I refused to be beaten and just persevered until eventually I got one bolt and then the other started. Then it was just a case of tightening everything up which was tedious as the threads were long and the bolts were tucked up between the fuel tank and the exhaust (I did say a little prayer – so, thanks God). There followed some very tedious petrol movements while I harvested the petrol I had only recently put in the old new tank, but finally I had a working fuel system.

Looking up at the tank fittings

A long time ago I realised that I was missing some chrome trims from the B-post of the MGB and last week they literally fell out of a box at me which saved me from fretting about where to get new ones from. I was looking for a different profile of trim, but these turned out to be the right ones. I fitted these relatively easily earlier today, giving them a brief polish before fitting them with self-tapping screws. I had intended to rivet them on, however the space was a bit tight, so screws it is. This has finished off another aspect of the MGB nicely.

Last job of the day was to fit the wooden wheel which my friend John had lent me ‘on approval’. I had established that this would fit (with a new boss) and the smaller diameter would give me more space for my legs which are wedged up against the steering wheel in the standard configuration. I popped it on the splines and tightened up the nut. I still have to install the horn switch, but that was enough for today.

I finished off the day with a quick test drive of about 2 miles (brave!) with Mrs T on board. This was Helen’s first time in the car and the first time I had driven it out of our estate in the three years I have had it. It was also the first time the car has driven more than about quarter of a miles in around ten years. I had already warmed up the engine and done some checks looking for leaks and we were good to go. Its quite intimidating driving a car that you’ve restored for the first time, being conscious of everything that can go wrong I suppose and also nervous of other traffic. However all was well and were were able to go through the gears into fourth and to cruise very briefly up to 50mph. The drive illustrated a few things, firstly that the hatch needs to be finished off with the rubber seal I have bought and the catch adjusted to stop it banging up and down, and the carburettors need tuning as the car is not pulling cleanly through the revs. The gearbox was a pleasant surprise, being nice and slick to shift although I dig get a ‘box full of neutrals’ at one roundabout while I grounds the gears. Fortunately, the MGB is torquey enough to pull out of the roundabout in third, although this coincided with the flat spot I mentioned so we sat at 32 mph with a BMW following curiously behind on our 50mph limit bypass. Helen commented favourably on the comfort of the seat, but noted the loud exhaust. With the car only partly trimmed and with a lot of grommets still to locate, I think I can tone down the noise a bit, and also I need to check the exhaust it properly done up. have to say, it does sound good and was turning heads. A good day!

3 March 2022 Batch Day #2

Day two of the batch of jobs was again a damp day but we had a gazebo erected over the the MG butted up to the open garage door so were protected from the worst of the elements. Ashley was again on hand to help with the list of jobs.

Gearbox cross-member: We started with what we expected to be a very difficult job which was doing up the bolts which fit the gearbox to the cross-member. This was a job left over from the engine install, over two years ago and was essential for the car to be roadworthy. While recognising that the bolts are very fiddly, Ashley managed to do them both up and it was a bit of an anti0climax really.

Brake bleeding: Next job was to bleed the brakes. A long time ago I had got the system operational (with help!) but I had a soft pedal which needed a pump to get them to go. We bled them using my Gunson pressure kit which worked well and we had a little air out of the system. A later short drive around the block confirmed that we now have a firm pedal and effective brakes, albeit not quite in the same league as my 400 bhp Polestar 2 EV. I will keep a close eye on how its braking and keep an eye out for any leaks. Dad insists I get a low level warning lamp – its on the list Dad.

Fuel tank leak: The fuel tank has been seeping petrol annoyingly for a while when topped up over the level of the sender. I have tightened the sender, and from inspection today it looked like it was seeping from the welded section around the sender, not the sender connection itself. Annoying, as I can’t do anything about a manufacturing fault apart from complain to the supplier (which I will) but even if they give me a new tank, I’ll have to fit it, so not happy. I have bought some tank putty which I may put on as a temporary hold. No solution at the moment, and fuel is rather important to the whole project.

Is that seeping from the seam. It looks like it

Seat fitting: We were feeling really confident about fitting the seats. We had the runners all ready to go, so we offered up the driver’s seat thinking this would be an easy job of simply doing up the backs, then sliding the seat back on its runners and doing up the front. Four bolts – easy! Several hours later and having tried a few different things, including changing up the sequence, and changing a runner, we were still without a satisfactory fit. The basic problem was that we could not get four-bolt to seat runner alignment. We could get two out of four and even got three out of four with a lot of work, but the fourth bolt would not align with the captive threads in the floor. So this is baffling us at the moment and we had to admit defeat of this for the moment pending inspiration. Around the same time we concluded that the old seat belts were really not going to cut it as the mechanism was not operating right and the belts looked well past their best. Safety first, I ordered new from Moss to collect the following morning.

We were nearly out of ideas so decided to stop, think and retry tomorrow

Door cards and capping: While Ashley was experimenting to try to fit the seats I fitted the passenger side door card and capping. The door car is a very simple fit and it went on like a treat. These are second hand ones that I fitted and I am pleased with them. The door capping, which is a chunky piece which fixes to the door top screwed on nicely. I was feeling chuffed until I noticed a gap around the door handle and realised that the I did not have the escutcheons – darn! Another thing to add to the Moss order

It’s starting to look like a car!

Road test: A start up (best avoided usaully) had been essential today as we had the car up on ramps. So as our working day drew to a close, its seemed justifiable to run the MG around the block. Gingerly backing off the ramps I reversed onto the road (I am fully insured) and waited while Ashley jumped in (sitting on the floor). I was in the drivers seat which had three out of four bolts, was fully back (a bit too far) and with no belts. We weren’t planning on going over 15 miles per hour so I judged this to be okay. First to test were the brakes which pulled the MG up nicely. Otherwise, the test went fine, the MG pulled cleanly, although the steering feels really heavy and the large wheel is in the way of my thigh. I have a wooden wheel just needing the correct boss, so that will improve things.

So a few more jobs to do tomorrow to conclude this three day burst. Ashely has been brilliant, a calm, considered, clever and strong par of hands to lend to the long list of jobs. We’ve made good progress.

2 March 2022 Batch Day #1

I booked three days off from work, and a friend (Ashley) to help me tackle a batch of jobs on the MG. This is what we achieved on day 1.

Fan belt: I thought it prudent to replace the fan belt which came with the car. Given that the MG had been stood for at least five years, and in my ownership for three years, and that the current fan belt was of unknown vintage I had decided to replace it with a shiny new one. The job itself is really simple, slacken off the lower bolt on the sliding bracket. then the two top bolts on the alternator. The alternator can then be swung, taking the tension out of the belt and its comes off easily enough. The new belt took a bit of work with my thumbs to sit over the pulleys, but not too bad. I then swung the alternator back into position, applied some tension and tightened the bolts. The belt tension felt about right, although time will tell and anyway an easy thing to adjust. It certainly isn’t too tight. It brought back memories of when Dad used to service cars and I would help him. I seem to remember that he would ask me to hold the alternator, which of course would immediately move, and he would have to put it back and again and say something encouraging like ‘this time hold it.’ Oh the fun we had, I am not sure how much help I was!

A not very exciting picture of the new fan belt in place

Bonnet Seal: Next easy job was to fit a rubber seal to the seam which runs up the wings and then joins the scuttle. On the MG this is a three quarter affair – its starts halfway up the wing, goes around the top and then halfway down the other wing. This was a simple matter of pushing the rubber seal onto the seam and making sure it sat nicely. Then when I found that the two sides were uneven (it went further down one wing than the other), taking it off and doing it again.

The new seal fitted around the top of the engine bay

Seat Preparation: I had previously had all sorts of hassle with the seat runners, a victim of a mis-order resulting in too few of the right parts and too many of the wrong ones. Anyway, I now had everything I needed, so in the comfort of my study I laid out the parts and worked out what went where. The seats are now ready to be fitted.

Steering Column Bracket: Some time earlier in the build I had temporarily popped a bolt through the steering column bracket to hold it in place while I fitted the dash. I remind myself that temporary fitting of anything has tended to end badly. So it was that Ashley and I found ourselves struggling to remove the temporary bolt which had wedged itself into the bracket (note: the bolt was too short to stay permanently). Combining this job with re-fixing the dash as I wasn’t happy with the fit, we loosened off the dash fixings and this enabled us to manoeuvre the steering column and dash allowing the temporary bolt to pop out willingly and the correct bolts to be promptly inserted and tightened up. With the steering column properly fixed to the underside of the dash we could then refit the dash, with the correct stays in place and a bit of adjustment to the brackets, achieving a better overall result. Its not perfect in terms of fit, but it is solidly and correctly placed which is good enough of me.

The correct bolt fitted to the steering column bracket so we now have a firmly attached steering wheel (this is important)

Rear Window trims: The MG has door capping trims which extend from the front doors to the rear windows. We had previously been short of the right screws to fit these. They are important to keep down the carpets and of course aesthetically. Ashely went on a mission to Halfords, Screw Fix and then B&Q in the hunt for suitable screws and returned with a suitable product which was swiftly fitted and so another job was struck off the list.

Rear capping securely fitted

Door Glass: I’ve had a couple of goes at putting the door glass in before, but this time, I had Ashley alongside and I had a feeling that he would have a better three dimensional picture of what needed doing which turned out to be the case. I have trouble imagining things in three dimensions – my brain is tuned to other things, so these sorts of jobs I find really taxing. Ashley suggested checking that each door lock worked before fitting the glass and we verified that yes they were working fine. This was a smart check as otherwise it could have been very annoying to have to take it out again. We then spent a bit of time just looking and (Ashley) figuring out what needed to go where and then had a proper go. The tricky part is feeding the winding mechanism through the door as the opening is really tight and then aligning the bracketry so that the actuator is at the correct orientation as well as the other bracket which takes the weight of the window. Another challenge is getting the glass passed the outside window trim which again is tight. However, the drivers side glass went in and wound successfully up and down. We did have the adjust the quarterlight and rear rails to pull the window forward as the glass was too far to the rear and catching on the B-post. After adjustment it was better, but the glass was still a little short and far back – looking at it, we concluded that the door has dropped. This also explains why the door does not shut well. Neither of us was confident in adjusting the door hinges, so this remains on the job list, alongside other panel adjustments needed to the bonnet and hatch.

The passenger side was a repeat job and naturally doing it for the second time it was easier. Saying that, Ashley was the brains of this particular job, although it would be difficult for one person to do due to the need to both manoeuvre the mechanism and support the glass at the same time. This side fitted perfectly first time, providing further evidence that the drivers side door has dropped.

In the box of window bits was a chrome trim which we worked out was fixed to the door trailing edge (I love that term) to stabilise the glass when it is up. This needed to be rivetted in place, so an excuse to get out the rivet gun which is huge fun and within minutes the drivers side was fitted and looking good. However, there was only one trim in the box, so where was the passenger side one? Fortunately, I had previously sourced a spare door which had said trim, so it should have been an easy job to swap it on. However, not only were the rivets very reluctant to let go, but the chrome trim had been over-sprayed in green by the previous owner of the door. With some targeted brute force we removed the trim and set to with sandpaper to remove the horrible paint. After around 40 mins of effort we had the trim is reasonable shape and condition to be fitted. I walked around to the passenger side and…you’ve guessed it, the trim was already in place, having been over-sprayed in white (and thus invisible to us earlier). How we laughed.

The lovely chrome trim riveted in place

Overall a good day of progress and a few jobs knocked off the list.

It was a busy day

27 February 2022 Rear Seat

The MGB-GT has a hilariously small rear seat, justifying its moniker as a Grand Tourer. I had intended to leave out the rear seat but that actually is more work than refitting it. I haven’t had the rear seat (it comes in two parts) recovered but that will be done in the future. In the meantime I had a play this afternoon with the existing units, seeing how they go back together. Pleasingly I was able to bend the seat back hinges into shape and find enough of the right sized bolts and screws to fit it, and the boot floor panel which utilises the combined hinge unit. Once recovered I can fit the new carpet piece to the back of the seat and the chrome handles. A useful hour of work.

24 April 2021 Going Dizzy

Crikey, its been a while since my last post. What can I say, I’ve been busy.

Anyway, today was a good day. Recently I’ve been trying to resolve a misfire and due to my low level of competence, I had unsuccessfully tried to change the points in the distributor and managed to convert the misfire into a non-starting issue. So I left things alone for a few weeks while other events took precedence such as work, volunteering at Church, Gardening and walking with Helen. Of course Dad had been saying why not just fit the Electronic Distributor that I had bought originally but I had got it in my head that it was a horrendous, virtually impossible job. Then Thursday of this week, later in the evening instead of slumping in front of the TV, I popped into the garage and stared at the distributor. Then I reached for a 7/16th spanner and sort of offered it up to the bolts. It’s really fiddly, but I got some movement going and then the bolts were getting slack. I reached down to the distributor and just like that it came out. I was that surprised I just stared at it in my hands. How did that happen?

Buoyed up by this, today I slotted in the electronic distributor pretty easily and then just wondered if it would start. It did! I was really chuffed, and the misfire had gone, so success all round. I did have a bit of fun with tweaking the timing and having to adjust the carbs but before too long I had it idling nicely and cleanly revving, so this was a big step forward.

I spend the rest of my time pottering around. I fitted the twin horns, discovering as I connected them to the loom that the switch was live. That made me jump alright. With both units connected, they make a pleasing ‘honk’. I did give the heating controls a good check over and discovered that I need to buy one new one. I stripped the cables and connections off the old units ready for re-fitting. Completing the heater installation is going to be quite a project in itself I reckon. I then spent some time stripping the spare door that I recently bought in readiness for installing the glass from that door into my car. Finally, Helen and I sat out the front of the house with a cup of tea and a piece of cake in the sunshine. I had the usual couple of nice chats with passing neighbours and the postie who all admired the MG which was looking very bright in the sun.

Enjoying the sun

28 Feb 21 Milestone Day – we have a brake pedal

Actually it was yesterday. Another sunny February day and it was time to fill up the brake system for the first time since I had replaced all the brake lines and the entire front brake assembly, disks, pads and callipers. I had a Gunson kit to help and my friend John was on hand to direct me from a suitable distance on the driveway. The Gunson kit uses pressure from the spare tyre via a rubber tube which goes into a bottle filled with brake fluid with an outlet which fits to the master cylinder. Had to inflate the spare first, which was flat obviously. We also jacked up the rear, removed the rear wheels and verified that the bleed nipples were okay. With the kit connected up, the fluid started to go down as the brake pipes were filled. I was watching at the back of the car, and the level was going down but no fluid. Then we spotted the rapidly growing pool under the engine bay. We had a leak at the four-way junction with one of the joints leaking fairly well. There followed some rapid reaction work with me in charge of sluicing the spilt fluid before the nice new paint melted while John disconnected the four way junction for inspection. I should mention that we did first just try nipping it up but to no avail.

The four way junction nor the line had no catastrophic issues, but John’s keen eye had spotted a little gunk in the fitting and on the threads. So we conducted a clean with some WD40 and a rag, blowing it out with an aerosol air canister. After some careful reassembly and re-tightening of the four lines to the junction, we recommenced filling operations. No leaks this time. For each brake in turn, we connected a length of plastic tubing to the bleed nipple and opened it up. I watched the flow and when the bubbles had cleared, I nipped up the bleed nipple. So far so good.

Moving to the front of the car, we again jacked it up and removed the wheels. The n/s side went smoothly enough, all new components, so it was a dream really. On the o/s, a little fluid was weeping from the connector between flexible and hard pipes but this was nipped up promptly enough. A prod of the brakes confirmed we did indeed have a brake pedal. As it was now getting on in the day, we decided to call a halt there. Further testing has identified that it is soft on the first push, then firm, which I think means there is still some air in the system. A quick browse around the internet suggests that the pipes into and out of the servo need to be bled and possibly also the junction connection at the rear which splits the fluid to left and right. This will be sorted out soon. However, all in all, excellent progress and a milestone reached. The car now starts and stops!

So to today, Sunday, and I was on my own, so a little pottering was in order. First job was to investigate the misfire which has been plaguing the MG lately when running it up. The carbs are not in tune, I have a plan in mind for the that, but it has definitely been running worse and worse. Taking a look around the engine bay, I discovered that the vacuum advance pipe was looking very sad. Being rather on the long side, it had drooped onto the exhaust manifold and basically melted. So I snipped off the mangled bit and fortunately there was plenty of length to make a nice route to the inlet manifold. Next I investigated the distributer, and as a non-expert, the one job I could do myself was to swap the distributer cap which on inspection was a bit rough looking with the contacts worn. So I popped in the new one which came with the electronic distributer and this saw an immediate improvement. I was tempted to just pop the new distributer in but as this is quite is quite fiddly, I put it off for when I have a longer go and have taken some advice. Instead, I did a couple more jobs on the dash. First, I fitted the rev counter properly. I had lost one of the knurled wheels that fit to the studs and hold the two brackets. Miraculously, I found it on the driveway yesterday! That saved a £5 order to a specialist (apologies to the parts market, I need plenty more bits honest!). Then I moved to the n/s to fix the dash properly. Having done the o/s earlier in the week, I knew how this went and it was straightforward to fit this. With the centre nut also fastened up tight, the dash is now looking right, albeit I still have a few switches and the vents to install. As I had to lie on my back in the footwell to do this, and with a mind to future required jobs, I got out the new carpet set and lobbed the footwell carpets in and the boot carpet while I was at it. I am not quite ready to commit to carpeting the MG, but it was good to see the set and acquaint myself with the different parts.

25 Feb 21 A whole day of stuff

I took back a day that work owed me today and had a whole day on the MG outside in the warm February sunshine (yes, really!). Here is a quick synopsis of the jobs I completed.

  1. Fitted new bolts to the n/s brake caliper replacing the ones that got mangled when removing the old calipers. Fitted the tab washer while I was there
  2. Fitted interior light to the centre console ready for wiring up.
  3. Scavenged the heated rear window warning light from the old loom and old centre console
  4. Connected up the speedometer cable to the back of the gauge. To do this I dropped the dash off its single bolt to get access to the back of the gauges
  5. Fixed the ignition switch to the steering column. No more fishing around in the footwell for the ignition switch.
  6. Fixed the o/s corner of the dash which enabled me to hoist the dash up to its correct alignment and therefore to be able to slip a temporary bolt across to mount the steering column to the dash for the first time is a couple of years! To do this I lay on my back with my head in the footwell and my feet sticking up into the boot. The things we do!
  7. Fixed the o/s door light switch and discovered that the n/s looks a bit mangled (hence why Phil had not wired this before)
  8. Removed the rear wheels, rubbed them down, sprayed them with primer then a top coat of satin black. They turned our better than the brushed hammerite on the front wheels! This now completes the set of wheels, which are now a lot tidier than they were, understanding that this is temporary cosmetic fix-up pending a more permanent selection of wheels for the project. And because Dad kept pestering about their shabby appearance
  9. Cleared out the interior of rubbish, tools, nuts, washers and grit!
  10. Fitted grommits to the footwell aperatures
  11. Found the rear bumper brackets, but sadly discovered they are very rusty and one had a seized and sheared off bolt. I had considered fitting the rear bumper and had given it a once over and reckoned it would do as a temporary solution. I think now I have discovered this, I will keep it bumper free at the back as originally planned. Need to figure out how to light up the rear number plate without having the over-riders on the bumper to mount them on (I might just not bother…)
  12. Tidied up the garage and sorted through the spares.

Being a lovely sunny day I had quite a lot of interaction with passers by with most people saying something encouraging. One older lady remarked that an old boyfriend of hers had one in the 1970s – cute! Another family walked past when I had the engine running to put the car away. As we know the engine is not in a good state of tune at the moment and I had cranked up the slow running to be too fast and was on choke, so it was revving at about 2750 rpm and popping and banging. As I glanced behind, the lady had her hands over her ears. Sorry about the sports exhaust

21 Feb 21 Electric Fan Installation

Bouyed up by the recent breakthrough on the brakes, I today installed the electric fan from Revotec. I am expecting a visit from Phil James (Classic Auto Electrician) this week, and he is going to wire this up for me, so I needed to get a move on with sticking it on the car. I took delivery of the shiny box of bits some time ago and had mounted the fan on its brackets in the sub-assembly area (Dining Room Table). So all I had left to do today was to install it in place at the front of the radiator. This is a blower type fan which mounts on the front of the radiator as opposed to the engine fan, which sits behind the radiator and sucks. The instructions which came with the fan suggested the radiator was drained down, but as I was just replacing the top hose with new units incorporating the Electronic Control Unit (ECU) I couldnt see why this was neccessary.

First job was to remove the top and bottom bolts which mount the radiator to the shroud, leaving the centre two bolts holding the radiator in place. The bolts, which are new ones I had fitted, came out nicely enough. I then had the fun job of fitting the new bolts which were about 6″ long (long enough to secure the new fan assembly). Threading these onto the shroud was easy, but it was tedious because they had to go round and round many times. Like many times. I used a combination of hand winding and a ratchet spanner depending on how easily they were spinning. Next was to slip on spacers top and bottom and wriggle the brackets with the fan attached onto the bolts. All that was left was to pop a couple of washers on and four lock nuts and that was the fan installed.

Moving to the top hose, I removed this and caught the coolant in a bowl under the car and then mopped up the spillage. The kit from Revotec comes with two hoses to replace the single top hose and in the middle goes the ECU which is mounted on a short length of steel tube. The kit also included four good quality Jubilee clips and I actually remembered to put those on before I fitted the hoses. I orientated the ECU in what I guessed to the right position and this is how I have left it for Phil to complete the wiring. Pleased with the outcome of this little job today.

20 Feb 21 N/S brake progress

More positive progress to report today. Following the breakthrough yesterday of removing the caliper bolts, today I was unable to remove the old caliper, and install the new disk, caliper and pads. The most challenging aspect of todays job was actually getting the split pin out on the nut which secures the wheel bearing assembly mounted on the stub. This turned out to be very awkwark, but was really just a matter of patiently working the little fella out with persuasion from the pliers and a hammer. There wasn’t much of the head of the pin to grip on and course its all covered in slippery grease. Anyway with a bit of tapping from below and a bit of tugging at the top I managed to wriggle it out. Removing the wheel bearing, parting the disk from the hub and all that went fairly smoothly, albeit a messy job due to the grease. I have admiration for the speed at which the boys at Kwik Fit do this sort of work, although I guess they have air guns, ramps, loads of space and a supervisor on their back to speed them along. I was taking ages, but I was listening to an F1 Podcast at the same time and just taking my time. Fitting the new disk, caliper was easy enough. I re-used the old bolts, but have ordered new from Moss as they were a bit mangled on removal yesterday. So when they arrive, I’ll swop them out and that will be a job well done. I decided to also replace the split pins but not having any in the Parts Department, I had to walk into town to Halfords. Helen joined me and we had a pleasant walk incuding a takeaway Cafe Nero Cappuccino on the home straight. Back home, I fitted the split pins and the grease cover and that was that. Before packing away, I quickly gave the wheel a coat of Hammerite Satin Black. I had previously rubbed this wheel down so it just needed brushing on. As per the o/s I decided after much nagging from Dad to do a quick tidy up of the wheel as it was off anyway, as a temporary measure pending a decision on wheel choice for the final build. I might have to save up for the Minilite wheels I really want, but for the moment, these old Rostyles will do to move the car around. So I am now clear through to filling up the new brakes pipes with brake fluid, bleeding the system and having working brakes!

19 Feb 21 A tale of two bolts

It’s a story with a happy ending today as I have just witnessed big Mark releasing the two calliper bolts which were preventing me from replacing the front n/s brakes. A few weeks ago I had done the o/s front brakes and it had all gone alright. However, when I came to do the n/s the brake caliper bolts (there are two) I could not remove them. The n/s calliper looks original, so what we have here is something that has been in place for over forty years and did not want to budge. My attempts to undo the bolt had involved using some freeze spray and a socket and bar. The problem I was having was that the bar was just springy and I only have a light domestic hammer so all I was doing was bouncing the steel around. So I called Mark…

To be clear, Mark entered our garage via the front, while I stood well away, so we were Covid secure throughout. On his first visit (yes there were two visits) he tried a spanner and lump hammer to try to get the bolt to budge. All that happened was the spanner (one of mine, and not of best quality), just turned around the bolt. Next he used a chisel to try to rotate the bolt with a couple of thwacks on the edge of one of the flats. Sadly this did not work, so he agreed to come back with some more serious kit.

Visit two, a couple of days later, and Mark arrived with a professional socket set and a G-clamp. He found a good fit with a 15mm socket and fitted the bar. Then he used the G-clamp to hold the socket onto the bolt end as additional security. He gave it a couple of exploratory thwacks, but wasn’t happy with the bar still flexing excessively. So he used a large ring spanner fitted over the end of the bar and put it under tension to reduce the bounce. A couple of more meaningful blows from the hammer and we started to see actual movement and the first indication of progress. And that as they say, was that. The second, lower bolt came off in much the same manner and I am now clear to complete the replacement of the front n/s brakes over the weekend. Thanks to Mark, a local friend who didn’t mind squeezing down the side of our garage to undo the bolts on a rainy February 2021 while I looked on in awe. We all need a friend like Mark.