I tapped the holes (M4) for the fitment of the tunnel covers and cut the hole for the gear stick. Had a quick chat to Mark and have decided that the body panels can probably start to be fitted (boot floor first then the side pods).
First job this evening was to free up the master cylinder. A drop of two of WD40 and judicious use of a medium sized persuader seemed to do the job. Made up the last two brake pipes, these run from the brake master cylinder to the T pieces for the front and rear brake circuits. These were then attached and the brakes filled with DOT4 fluid and bled. Following the first fill up I climbed in and pushed the brake peddle as hard as possible. A pop and a squirt later and one of the joints had failed. This was undone, the end re-flared and connected back together. Following another leak and repair the brakes felt OK, I'll leave them to settle in and will probably bleed them again later. I also drilled out the fixing holes on the exhaust manifold to 10mm as it did not fit the studs in the engine. The exhaust was then fitted with just two nuts for now and the back box and end pipe loosely located. I tried to fit the Cat that has been modified to fit but will need to have a harder look because the main down tube and tail pipe will need shortening.
Picked up the spigot bearing today from the Ford dealer. Had a very good night, the engine came out OK and the bearing tapped in nicely. Surprisingly the bearing passed through the clutch and was able to be tapped into place using a socket of the right size and a moderate amount of hammer. With the gearbox re-attached the speedo cable was put into place and the engine/gearbox put back into place. Next the clutch cable was connected and the brake master cylinder bolted in. I then went to fill up the gearbox with oil and found the filler plug was a couple of inches inside the tunnel leaving no access. Out came the drill and a 1/2" hole was drilled into the passenger tunnel panel so that an Allen key could be used to undo the plug and a tube could be inserted to fill up the oil (80w90). The oil was duly topped up (2.5 pints approx) and the plug replaced, I am now looking for a nice plastic cover for the hole. With that completed I started to look at the final two brake lines that need installing but by this time it was late so that will have to wait until tomorrow.
Following a couple of conversations with Mark at Fisher and Ian at Lightening Looms I dropped the loom, injection system, ECU and engine loom off at Lightening Looms today as I was nearby on business. Following our discussion it was decided that the loom I had was for carb engines and the best bet to get my std. injection system and ECU up and running was for LL to build a plug in system for the std. engine loom. Therefore the main front loom (it came in 3 pieces, front, back and dash) would be no more than lighting, horn radiator and plug in engine loom. The engine loom plug would then feed the dash loom with sensor info, ignition etc. This would make sure all of the correct sensor inputs for the ECU would be OK. So fingers crossed time again.
Fitted the brake master cylinder, the connecting rod was way too long so modifications followed. The rod was cut to length, a whole drilled in the end and an M5 thread tapped into it. The U clamp on the end then was finished flat and a 5mm hole drilled, the two were then bolted together. Following the master cylinder fitting the steering column was trial fitted. The alternator had to be removed to allow a straight run at the extension end fitting. The extension rod was eased onto the steering rack with a rubber mallet and the alternator re-fitted. It was found that the with the alternator and brake master cylinder in place the steering column fitted with the lower part of the U clamp on the upper end of the steering column removed. As you will have noted, this week was a bits and bobs week. So next on the list was to sort out the drain plug on the diff (still solid), following attempts to use an Allen key, sawing in flats and using a spanner, drilling/tapping and using a bolt from the rear side and finally trying an easy out the solution was to drill and M12 tap the solid bolt and use a standard bolt in the tapped hole. Not that elegant but not bad for a last option. The diff was then filled with 80W90 Hypoid oil. Third job was to label up the loom. This didn't go too bad until I called Mark to check whether it was for carb or injection. I need to call Lightning Looms for confirmation next week. Final job this week was to reset the suspension to about half height and line up the front suspension as best I could. Propshaft came and fits OK. I also got confirmation that the inlet manifold would be sent next week (fingers crossed). Finally for this week I have a bit of a confession, I forgot to fit a spigot bearing to the engine, this will mean the engine will have to come out this week and have one fitted. Quiet weekend coming up as my little sister is getting married !!
A quiet week due to being away on a course with work and tidying the garden for visitors next week. Tonight I made up some clamps for the handbrake cable so that this could be attached to the handbrake. The general idea was to cut a chunk out of the cable in the middle (about 2 feet), clamp loops in the free end and attached these to a turn buckle. The bit of cable removed was then cut to length and two loops clamped on either end. This cable was then attached to the other end of the turn buckle and the handbrake lever. This was a bit of a fiddle but in the end the turn buckle arrangement made it easy to adjust the cable to be full on at about 5 clicks of the handbrake. Next on the menu is to fit the brake master cylinder and then the steering extension to check clearances past the alternator.
Fitted the spacers (4off) in the rear suspension (whoops forgot those) between the uprights and the shocks to stop this area being squeezed too tight. Also fitted the clutch cable. Quiet night generally. I also ordered the new inlet manifold from Mark (£100) and the propshaft (555mm long, £108). the inlet manifold seems to have been developed for Ginetta.
Called Mark regarding the engine fit etc. The engine off set is usual, the angle being taken up by the propshaft which is jointed front and rear. The injection system has two options, one is to cut out the offending bar and replace it with other cross members and one is to replace the inlet with Fishers new low profile inlet system. The first option seems like a lot of trouble and will include welding and re-painting parts of the chassis whereas the second may cost a bit more but is an easier option and has the added bonus of releasing an additional 5 HP. Spent tonight fitting the engine, went reasonably well with the front mounted on the isolation pads and the rear (gearbox) on the Cortina mount supplied. I also put a ferule into the hand brake pass through (bolt with washers and a nylon bush) to guide the handbrake cable onto the hand brake. I will sort out the cables tomorrow. I purchased a small turnbuckle for adjustment from B&Q (£1.20) so will try and incorporate this.
Started off by making up a bracket to attach the ends of the hand break cable to the chassis. This consisted of a piece of 3mm ally with two 10mm holes drilled in it that receive the rubber ends of the cable. These holes are linked by a small slot so that the cable can be passed through, this bracket is then bolted to the centre cross member on the bottom of the tunnel. I am currently looking at a way of attaching the cable to the handbrake. I'll keep you posted. Went out to HCS and picked up a different starter motor (Lucas type, small body with a face to flywheel distance of 3/4"). This was fitted to the engine. Also fitted an Escort Zetec water pump pulley (with PolyV groves) to the front of the engine. The engine and gear box were then hoisted in position for fitting into the chassis. Preparation for this included removing the brake master cylinder and cutting wooden blocks for the engine to stand on. Problem No.1 occurred when it became obvious that injection system would foul badly the 15mm square cross member that attached the pedal box to the upper side beam. So the injection system was removed and the engine and gearbox was lowered into place. Problem No.2 came when the an attempt was made to align the engine/gearbox with the diff. With the gearbox as far aft as possible and the rear end of the gearbox pushed over as far as possible to the passenger side, the line of the box intersected the diff about 3/4" off to the drivers side. The ideal would be to push the front of the engine towards the drivers side but this just fouls the pedal box with the bell housing. I think a call to Mark at Fisher is in the offing. Back to work on Monday so things will progress a bit more sedately from now on.
Another good day. Started off by fitting the hand brake to the inside of the tunnel on the self fabricated bracket. I then cut and drilled the tunnel top panels, these will be either riveted or self tapered at a later stage, once the gearbox, hand brake and propshaft are fitted. I then fitted the new nuts to the rear hubs/drive shafts, no problems there so long as you don't want then off in a hurry. I also secured the front disks (one of the screw has been forced off and so needed drilling and tapping), fitted the rear drums (a bit of a squeeze with new brake shoes), and secured these with the clips.That completed, I bolted in the return fuel line junction with the tank and added the bonnet stays to the front. Now, the car was put onto its wheels for the first time and lowered onto the ground. Finally, I put the new 1.8 Mondeo clutch onto the flywheel and bolted on the gearbox. All of this went as easy as pie. I have also located where to put the engine mounts and have found that the pinto starter I have fits close, but not close enough. I shall be making inquiries into a CVH version tomorrow. I have also borrowed a winch from one of Lynda's friends husband who happens to be building a SSC Stylus with a 1.8l Zetec (Escort RS 130PS engine) so had a bit of a chin wag this evening. So still on track for an prelim engine installation tomorrow.
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October 2010
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