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Update time. Firstly there will be no more juggling around shuffling stuff to get the Imp on the hoist, or having to drive it down the slippery grass drive that heads to the back of the workshop to get it onto the hoist. We have the workshop back after having finished building this cabin on wheels. We delivered it to its new home where the owner will continue with the build , fitting windows, door and lining it out. It was a fun job but took up a big chunk of space. Well until we start the next build. We will have a 8 metre trailer to build for ourselves soon once we sell the housetruck. So we could now relax and enjoy the Imp. A few little jobs completed and a fair few miles clocked up. Most important thing to sort out was a leak from the nearside transaxle output shaft. After getting back from the trip to Blenheim it was discovered that oil was coming out from what I thought was the seal and getting spun out off the coupling, marking a perfect line of oil inside the engine bay. So the car ended up in this position getting its trans fluid drained. I removed the shaft, doubled checked the seal land which was fine, checked and tightened the seal by cutting a few mm from its spring because it just didn't feel quite tight enough on the shaft. I also checked the shaft too. The early Imps have a splined shaft that the output spider slides onto and is held on by a large nut. The design went through two revisions ending up with the later shafts being a factory press fit and no nut. I was sure that my late type was fine and solid but just to be sure I cleaned and siliconed the end of the shaft visible from outside. Just in case... Put it all back together, a few drives and the leak was still there. After some advice from a fella on the Imp forum I took the shaft out again and checked it in the vice. It was indeed loose. Loose enough that it could move in and out slightly and had broken the silicone bond so allowing oil to creep past the splines and out. It must have been getting worse as the oil was essentially lubricating the once tight fit of the splines. It knocked apart easily, showing the factory O ring fitted before they press them together. Once clean and dry I tried the fit. It was a touch too loose for my liking so out with the JB weld epoxy. It'll never leak again Yesterday we drove to Nelson and back and I'm happy to report that the leak has stopped ! Yay. Now the only real leak is a dribble from the rear main seal on the engine. I'll change that when I change the worn ring gear in the future. Another job was to sort out some sounds. I like my music and not having a sounds system in a car on long trips is annoying. I had already eyed up and sussed where I would mount some speakers. It seems a fairly common place after having looked at other setups out there on Imps. We had scored a JVC headunit from a customer after upgrading their setup. Then we had scored some speakers from a Nissan Bluebird SSS we had been given and passed on but not before robbing its sounds. I also had some ply left over from lining the rear of the Viva wagon floor. So sorted for a cheap as setup. We made some boxes in the sunshine on what was a cold day.... Later on the sun hid behind clouds so all three of us moved over to the warmth of the log fire.... After Hannah covered the boxes in black vinyl I mounted them under the parcel shelves and wired in the head unit, a neat little unit that due to not playing cds is shorter in depth so fitting under the shelf nicely. It all looks neat enough and sounds fine for the size. Just need to find some protective grills to suit those speakers. Next on the list is to get and active sub and mount it under a seat so we can have some fuller, deeper sound. Another job I had planned to do but kept being put off was to hinge the front number plate. I don't want to mount it any higher and block the grill so where it is makes for a great driveway crown sweeper. Driving along our 500m long stone driveway in a lowered Imp with an even lower number plate gets tiring! So I did this... I'll report back with whether it also swings back at 170mph so avoiding speed camera tickets. The other night we had a lovely sunset and the Imp was looking resplendent in the light. I took a photo.. Next jobs to do are fit some carpet and I'm still really keen on pursuing building a full EFI setup. But its going to be a very busy summer for us so that will have to be a project I pursue in the evenings. Alex

This thing has been reliable as fuck and still makes lots of noise and goes hard for what it is. Decided to add a vintage sissy bar ive had for awhile. Next up is a suicide shifter

Been chipping away at the exhaust. Been working some big hours recently so took a few days off to reset my mental health and catch-up on some shed work. Finally finished the rear rear section of exhaust thanks to @Truenotch for helping out with another set of hands. Turned out to be a bit of a mission to fit a 3” zorst in a very tight space which required some unique solutions. So so here’s the end product which I’m very happy with. Can’t wait for it to make doorty noises! Bends weren’t quite tight enough so had to cut them up to make them tighter. Luckily the band saw and linisher made this task a dream leaving a nice flat surface to get some mint welds on; In order to get it fitting tight with no movement I over engineered the shit out of the mounting rear mount had double rubber mounts inside the chassis rail for max stealth Rear of muffler had this swanky mount to the subframe and under the subframe i added this rubber to keep it from hitting the subframe mainly as it’s only got 5mm clearance. Been working on building collectors for headers today also. Bit of a head fuck trying to work out how to construct these from the measurements I had but got there in the end. So I’ve decided to go with a Venturi style merge collector and a 4-2-1 header design mainly for packaging reasons. The idea is the gas speed increases momentarily accelerating it through the merge and it also amplifies the any acoustic resonance that we may or may not be able to create with the expansion chamber (standby for @Roman science in near future)... End product just looks like two bits of stainless welded together... Used a bit of card to make a template to get the angles right for the two halves They actually have a small plate/baffle welded in to restrict the area where the two flows merge. Normally (depends on merge angle) the area almost doubles which slows the gas flow and worst case can cause reversion at certain rpms. Welds came out pretty good with no purging only a few small spots of penetration that I’ve mostly been able to get rid of. Smashed through almost a whole d-bottle doing this and the exhaust though! heres the rough plan with my headers; My primaries are 41id stepping up to 44id then this Venturi is 47id before stepping up 56id secondaries and another 51id Venturi and tapering up to the expansion chamber. But that’s about as far as I’ve got sorted at this stage more to come on that next time...

Decided to sort the slipping A43D yesterday. Did a sump drain and fill. In the morning, I realised being lazy would prob fuck me over so went and bought a filter kit and an extra bottle of DEX III. I grabbed some new clamps and a top rad hose to sort the coolant leak too. 5Ms don't need coolant leaks and I doubt they tolerate them either. Swapped the hose, tightened the ho. A+ no leaks. I was pretty sure ol mate at Repco would give me the wrong filter kit. He was pretty certain A43DL kit will suit A43D, I didn't think it would and it appears I was right. Pretty sure valve bodies are a little different across most A series autos. Good lesson learnt! Oh well, means I have to go back and do the filter some time, but the sump I managed to clean out and then flush the trans. I cycled like 6 liters though it so I'm pretty confident it will love life a little more now. It pulled MUCH better tonight and I took it for a good wee drive. Success. Also, the sump had a magnet sitting in it. I take it this is a thing with autos? I've never done an A-T pan drop before so seeing an object in the pan took me by surprise lmao. (Yes there were axle stands before I went under it)

Weighed it at the local metal recyclers and it’s about 1239kg with a full tank of petrol. Google says 180sx’s were 1220kg not sure if that’s CA or SR and if that’s full tank or not, but either way that’s not bad at all considering the bigger engine, intercooler stuff, much bigger brakes etc. Still has heavy passenger seat, but that’s probably only about 20kg. Plan to make a fibreglass panel for the sunroof too. Over all not too bad with the 1jz in there. Will be interesting to see the weight distribution. These were never 50:50 though.

It extends

Thanks to those that turned up! Was a Chevy (+1 mitsi) meet this time. I think it needs to have a Facebook event, will try a private invite only one next time and see how that goes.

Olde time bong?

One good days weather in two weeks - so finally got the chance to pick up the car from the blasters. It had a little water in it and they forgot a few areas but not too bad. It's got a few areas of pin holes in the floor but no new major discoveries/disasters! These little holes were the ONLY spots of rust in the doors! (lying on top of each other) Now to clean out the sand and touch up a few spots and keyphos it again while I wait for an opening at the panel beaters!

Spent the arvo shaping the mudguard after cutting it. Spot welded the ends back on and filled in the holes from the guard supports. Then cut 15mm out of the mounts to get the guard sitting closer to the tyre. Had to pre heat the metal before welding to get the MIGs weld to fully penetrate into the steel. Happy with how it’s all sitting now

so we renewed the lease to our current flat for another year.. which means i have a shed for at least another 12 months. i thought i should probs fill it with another bike. I love my 250 but long road rides were so wounding at 90km/h at 8000rpm. I was looking for something more capable of long distances and with more cylinders. Along came this well travelled 1988 GS450. i took it for a ride and fell for it instantly. the twin cyls sound amazing even with stock mufflers, and goes hard in all 6 (you betcha - 6 fuckin gears m8) gears. i am a sucker for punishment and the bike comes with a bit of admin - a half-fucked heated grip setup, leaking clutch cover, and a checkered history. has been round the clock at least once - previous owner used it as his weapon of choice for 30 years for rallies and touring. one bonus was that it got hit by a car not long ago and fell into a tree - drivers insurance covered a full repaint of tank and side covers, and a brand new seat cover. other than that, it's been well loved and came with a fairly complete service record. plans? tidy it up of course, have some exhaust wrap to do the manky headers (probs get a 2 into 1 when funds allow), install a pair of throwing star mags with fresh pirellis and perhaps get a little silly on yahoo japan auctions....

Was thinking as well. I may add mini updates in here about this... MAEP Mazda Persona. I don't think it deserves it's own build thread in the "other" section as I won't do a whole lot to it apart from clean it up. But what I do to it, I could sneak in here. It needs a windscreen sadly. May post up a "WTB" post as I didn't think to try OS yet.. Coolest $500 car I've ever driven tbh...

Yea the magnet is so when any bits of metal end up in the fluid rather than grinding the trans to death they just stick to the magnet

Whaddup OS! Foremost, it's been a while.. Since my last old(ish) car, I've been pretty absent from OSNZ due to new car life. Turns out that new car life is actually not what I had hoped and JZXs aren't really my thing. I'll skip the sentimental shit so tl;dr, I wanted an old car again for the last year or so. Two years of JZX ownership was cool, but I was fiending for a 1G-G again.. Well around a month ago, I began looking for a GX61 as thats what I've always wanted. It's a shame that I'm a picky bastard as limiting myself to factory twincam24 models (yikes) meant that I was unlikely to find what I wanted easily. I had a few leads to follow and quickly learnt that what I wanted in the GX61 scene was going to cost me quite a bit. Acknowledging that, a couple of weeks ago I opened up to this idea: What if, instead of getting something familiar and "dream car tier", I wing it and get something completely new. So putting this into practice, I decided to view a Y30 Gloria hardtop located in Dunedin. Some of you may know the car. It came up a week before the hand-in date for my thesis, so I chucked a deposit on it (oops) and booked flights for the day after uni finished for me. From pics and description, I thought I knew what to expect. Well Saturday morning came around and Zeb picked us up from Dunedin airport. The mini-tour of Dunedin was great and it was a pretty good way to fill in the morning before Y30 viewing. We drove past where the Y30 was located before viewing for a quick sneak peak.. Well it was apparent right then that it wasn't what I was expecting. For the money I was looking at paying, it was too much work to get it to a good 'base' type spot. It was this point when I realised that I'd be doing my South Island trip via bus or rental instead of in my own old car. Pretty sad, but I remembered I had a back up. An MS112 Crown hardtop in 033 white located in Nelson. To keep it short, it belonged to OS user: Slacker_Sam and from the pictures, it appeared just what I was after: Clean & Tidy; 80s; sedan body. To summarise, I managed to coordinate the trip to Nelson where I'd view and then buy if it was right. Turns out it was what I was after as I was heading to Picton in it later that evening. The trip back home wasn't completely without fault. A suspected dicky alternator killed the battery 45 mins before ferry boarding. Bluebridge moved us to the next ferry for free and a replacement battery had the Crown roaring again. In the North Island, Google Maps directed us through the Tararua Forrest Park via Akatarawa Road.. Holy shit, what a road.. The poor 5M felt it and developed that 'hot' smell that M series seem to produce. These fucking things have the thermal stability of an RBMK-1000 in heat... A coolant drip in two places which I was aware of in the South Island was likely the culprit, however I was loaded up with some extra water and i banged on a couple of extra clamps to put my mind at ease. I kept my eyes on the temp gauge like a hawk despite its potential inaccuracy. Thankfully the road didn't induce a 5-MRBMK meltdown and we made it back to nice open roads where the M could bask in cool fast moving air. Other notable moments include: The AC belt lunched itself on Desert Road, however, I brought tools with me including a socket set which allowed me to remove the belt in a minute and keep on our way; The trans began slipping from Taupo onward. I felt it earlier but its here where it became pretty clear. As of now, I'd say the trans needs attention. I'll flush it and see what that yields, but my sparse knowledge of torque converter automatics leads me to believe its likely lunched. Not an issue though as I'll later explain.. For now, here are some pics: Some things pertinent to the car which I really enjoy: It's untouched. No shitty headunit, no "mods", NOTHING. It has a towbar and some Bridgestone Texas alloys which I consider a cool bonus; Blue interior. 033 white and blue interior go together perfectly; OEM floor mats, need I say more; Dealer sticker and plate frame, a WOF sticker from 1997 and some ancient JAF sticker on the door; Blue glass all around. There is more, but I really don't want to ramble more than I am. I'll make a new post outlining my first impressions and initial "going over" of some bits. Discuss here: https://oldschool.co.nz/index.php?/topic/60957-michaels-ms112-crown-hardtop-discussion/

Oh actually it had a spare battery and heavy duty jumper leads behind the seats after that alternator issue. So maybe 10kg less?

Ahhhh... Just like a good Morris engine should be. Sweet cheers for tip. Yeah I'll do the sump to be sure and can pop a cap off and look at bearings. ".... And that folks is where the complete and utterly expensive engine build began, leaving the little Imp to fester in the corner of the workshop, leading Alex to buy a succession of other shit old cars to see him through whilst he built the race engine of dreams... "

This is tomorrow night. A couple of us will be taking small bikes. See you there!

there's also a lot of new users here possibly not on the group chat too bit more bumpage / in your face & people might remember too

The cert plate in riveted to the car. Now to finish the compliance and then enjoy

Oh I’ll get it open lol having the opening front windscreen is mandatory. yup it will get painted. I’m thinking 2-tone blue or blue/black. Inspired by one I sat in in Nelson a while back. I’d quite like to do light blue body and dark blue guards with light blue interior, dark blue accents/piping etc

The boy is making a lamp. Today he somehow managed to drill a hole in a glass jar with an egg-beater drill.

Made an anti-banana jig. You may wonder "why so many holes in top bit?". Well, I was rushing, and you know that episode of Mr Bean where he goes to the dentist?

Exactly. There are cheaper sources again if you hunt around.

Cheers lads. Still have a lot of little bits to finish off. Starting it has pointed out a few things that need attention (nothing major) leaks and such. As much as I hate to do it, it might have to come up a little bit, cross member is 105mm off the ground, that I am happy with, but the very expensive ceramic coated exhaust is only about 60mm, and may or may not have already made friends with the road. I'm not sure if it's normal, but the mazdaspeed lsd sounds like a bag full of hammers clanging and banging away. I knew it was going to be tight, but shit. But all that means fuck all. I am just happy I finally pulled my finger out and got shit done on it.

These new wheels have a tyre diameter 3% smaller than stock, so my speedo is even further out than before. It now seems to under-read by around 10%, officer. I went looking for more reasons for the vibration at 80kph, and found the diff seems to leak oil from the input seal. Probably explains its woooo noises on deceleration. So many things to fix! This car will keep me entertained for many years. I found a bit of play in the front wheels when rocking them at 12 and 6 o'clock, but not at 9 and 3 o'clock. I ordered some lower ball joints (an unscientific guess) and installed them this weekend... While doing this, I found the shock absorber top mounts were loose, one by a reasonable amount. After replacing the ball joints there was still some play in the wheels, so I think I guessed wrong. The vibration situation seemed to have improved for some reason though. Maybe I need to do the upper ball joints too / I don't know what I'm doing.

Video of first start. Is a credit to Al Marsh. 8 year old build, he never had a worry, I was stressing, but oil, water, fuel, and spark, and he was just like "go for it" he never doubted his build. https://www.youtube.com/watch?v=Kxpfsu5Z9ns

Thanks mate. couldn't have hoped for a better outcome for the day. My 8 year old engine started first pop without a hitch. It sounds soooo good. a wof might not be a simple thing. And I got to fang it up and down the street . Best day ever.

Used some 6mm flat bar to work out the dimensions and hole spacing of the caliper brackets. The caliper mount is not sitting perfectly parallel to the disc, there is a ~1mm difference between the leading and trailing end. I hope this is not because of triumph manufacturing tolerances, but by a bit of wiggle in the spacers and will be resolved with the final 18mm thick brackets. The caliper fits with heaps of room to spare. I took them off so I can use the pads for alignment.

Well now.. its been a few weeks and time for an update. So far the Imp has been reliable and not let us down but it has also been true to its English form and left a few little puddles about. I'll talk about them soon. We took it on its first big road trip which was fun, although a bit noisy. I couldn't really cane it super fast on the hills because Kevin the cat had to come on the trip with us. It was a few days away to visit my parents so we cant just leave the kid at home... The car did the trip with no hassles and returned an OK 35mpg, not bad considering its geared quite low, has had heaps of sitting on the spot being tuned and due to the constant annoying flat spot right off idle I had to accelerate faster then I'd normally bother in average driving. It certainly hoons along very very well although it has an exhaust boom right around 60mph, which is around 4000rpm thereabouts. It became a bit too tiresome however should be better now I have added a load of sound insulation on the back parcel shelf. I am super impressed with the Datsun A12 engine!! Its really peppy and fun, very smooth (allowing for the annoying carb issues) and just works so well. I can totally see why they have such a cult following around the world. Everyone who chats to us about the car (and its ALOT of people.. its a right little magnet this car) think that the Datsun conversion makes so much sense. More often than not folk are full of praise for the Imps they knew, had, learned to drive in etc , except for the standard Imp engines reliability. This is a shame because I think the standard Imp engines are great however one must accept that they do need to be cared for a bit more than many owners obviously could be bothered. But the Datsun engine- first comments are usually " what a great swap- those are bomb proof engines " usually followed with the comment "it must be hard to get those engines now because all the ministock racers have got them all"... So anyway.. the wee Imp ran well and got us to Blenheim and back. But before that big trip I wanted to sort a few things. One job was to build a cold air fed filter box and carb lid to let the engine suck on some cooler air rather then the super hot air floating about in the top of the engine bay, due to Imps not having the luxury of lots of cold air running through over the engine. So I built a filter box, sized to take a modern Honda filter. I have made the box large enough to handle bigger pipes and the volume that might be needed when I plan to upgrade the induction. Box... With filter in place... This box fitted under the parcel shelf above the gearbox. Sort of out of the way and hidden but easy enough to get to. It was fed with a flexy alloy pipe from under the car. Another section of pipe headed backwards to a plenum/tophat thinggee I made for the carb... It was all going so well I thought. I splashed some black paint on it all so it looked a bit neater... Then I fitted the tophat to the carb. This is where things went a bit... tight. It seems that I had completely forgotten to measure how much room I had just above in front of the carb. Not enough it turns out .... The engine lid wasn't able to go back in place! A few choice words that somewhat rhymed with duck along with a sentence that sounded quite similar to 'well you stupid punt' were uttered. I then calmed down, realised that at least I have now got a filter box sorted for future upgrades and with that I removed the lot and refitted the previous air filter I made. At least its winter so a bit of hot air cant hurt I did another couple of jobs before the trip. I swapped out the fuel gauge which wasn't reading correctly for a spare unit I had.. I was also fed up with trying to adjust the clutch. The slave cylinder fitted had a 7/8" (22mm) bore and being pushed by the standard Imp 5/8" (16mm) master cylinder, which happens to be the same size as what the Datsuns use. However- Datsuns use a smaller 17mm slave to get the correct amount of stroke at the slave. I wasn't getting enough stroke so the clutch pedal and release fork clearences had to be set very tight to clear the gears. But I did have a very light pedal... So I worked out that the amount of stroke available from the Imp pedal, whilst being very close to that on a Datsun, was not quite enough I could get a good working system with a slave of around 3/4" (19mm). However- there didnt seem to be any slaves available out there that had the same mounting lugs, in 3/4" bore, with a metric fine hose thread. But I did have some spare random 3/4" seals, some stainless bar for a new piston and a big lump of alloy. So I made a new slave cylinder to suit. I could have sleeved the existing one down and I have a 3/4" reamer to help but I wanted to keep that one intact in case it all went pear shaped. Plus...its more fun making things ! I offset machined the lump of alloy down in the 4 jaw, bored and reamed it to suit, milled the shape up and machined a new piston to suit. But I was having too much fun and forgot to take many photos.. New next to old... It works heaps better! I can now have a bit of slack at the pedal and at the release bearing and still get my gears. Another job was to take the carb apart for the 14th time. I'm getting very quick at this and can field strip a Hitachi 306 carb in under 15 seconds, blindfolded, with both hands tied behind my back, whilst under water breathing through a straw. The carb had a few leaks. I realised that the top lid was pulled out of shape... I carefully filed it and the body flat, cleaned it out again for the 10th time and made a new thicker gasket to suit... On the next test drive the leaks had gone but I had still had not cured the flat spot. So I gave up and made a parcel shelf instead. I did have an original Imp one but it was a bit wobbly and a pain to fit. I made a new wooden one for the passenger side so now actually had somewhere to sit our phones, wallets, bag of Werthers originals, old parking tickets, a broken pen, out of date fuel vouchers and, most importantly, a screwdriver for constantly tweaking the carb settings. Again, so much fun but no photos. I finished the shelf the morning we set to leave. We plonked Kevin the cat into the car and set off. A lovely trip was had with the only downer being that the cold I had caught at fire brigade practice a few days before was really kicking in to full runny nose time, while the weather was a bit... Wintery. Got to test the wipers out though (must fit intermittant control kit I have) On the way over to Blenheim. You can spot Kevin. I took my Dad out for a hoon in the car. He loved it and only complained about the wipers being in the way of his view. Not a car fault but more down to the fact he must only be about 4'5" tall now... Back home and more recently things have happened. I weighed the car at the local tip... 750kg. The guy said the scales are within 10kg. So its in the ballpark for what I was guessing. A bit heavier then a standard Imp to be expected with a heavier engine, seats, exhaust, radiator and associated cowling, water pipes etc. But still light enough I think standard Imps are around 700KG ? More recently- one of the output shafts on the box leaks. I think it might be the shaft moving out just a touch too much on certain corners and the seal running off the land its meant to seal on. Or the seal land on the shaft is too worn. Or the new seal I had fitted has moved. The car will soon go on the hoist and I'll have a look. Cant really drive it until I sort this. Expensive stuff this oil- even more expensive if its loss means a buggered transmission. In other news I have made a parcel shelf for the drivers side. Now I can stash all my own crap within easy reach .. I am going to make some speaker boxes to mount under the shelves alongside a headunit. At a later date when I can afford to do so I'll fit an Amp and sub. I do like my music and there is only so much of Datsun A12 at 4000 RPM booming I can cope with so I need to drown it out. That is about all for now. Wish me luck with my seals...

Wandering pick a part and measuring discs and calipers I decided that Subaru calipers would probably work. Also I had already decided on 26mm X 280mm discs from a peugeot and the Subaru discs were the same diameter and thickness. It was a turbo Impreza of some kind. The chassis number started with "GGA....", but the rego and chassis plate where missing. I think it would be 2001+. I still need to redrill the disc and make a sandwich plate to bolt it to the hub. Unfortunately this hub is scrap because I turned the location diameter for the disc ~0.5mm undersize. My lathe is small and I didn't want to risk misalignment by removing the hub from the chuck to test fit the disc so I just used the vernier caliper to check the size. Thinking about this now, next time I will leave the hub in the chuck, and remove the whole chuck from the lathe to test fit it to the disc. I have three more hubs, so I can only fuck up one more. It looks like it will be straightforward to make the caliper adapter bracket.

Well after a long weekend of nothing but sick kids, wife and myself feeling like arse. This passed its cert! fck yeah! Now waiting for the plate to be made and then wof time, which I assume it will pass....

Why hey- thank you! You are most welcome here- should I put the kettle on love?

Well I fixed one leak and then discovered the mother of all leaks.. Mr Bart- tell me more about your box of bits. I think its just the bore on base that is worn- hoping the shaft is OK. Although I do think my cunning use of a rubber washer and a blob of silicone has truely fixed that, now minor, leak and in a good Barry fashion I'm just sooooo stoked its road legal now.

Alrighty, wheel alignment/camber/caster all adjusted and the bits that need to be within 0.5degrees of factory are fine. Sweet, was a bit worried it would not have enough adjustment but its fine. Went to adjust the speedo but it turns out that it is acting up again, its like the is a short somewhere and the needle keeps creeping up. Don't have the time to mess around as im running out of time for cert recheck. So I took the NZ spec cluster out of the other 200sx I have waiting for me to work on it. Wasn't sure if they would be compatible. Its a 240kph one versus the japanese 180kph I had in it from the import car/wreck/parts car. Turns out it fits fine, even was able to keep the same odometer/trip meter. So now it works fine and reads within 1 or 2 kph according to the GPS app I had running on the dash. Speedo mess: But now I have a working 240kph speedo, so I've made the car way faster. For some reason a few photo's stopped working...fixed now.

I know... But baby steps first. It did have these on it when I first went to view....

This is my beautiful 1912 lister and powers my house in winter when there isnt enough sun for the house batteries.

So I finally got (most) of my bits back from the engineer! (Front struts/coil overs due early next week) Bearings removed from axles and minor repair to axle - wire wheeled up the hub faces and will need to replace a stud. Ball joints removed from LCA's, bolts swapped into straight (non bent) strut bar. Rusty section cut out of backing plate........which I then proceeded to put a hole in when cleaning up the welds ha ha will get it filled up easily enough. And the main event........leaf spring perches onto the AE86 diff housing And after a quick mock up and to check alignment......it is the goods! (will need to get bigger U-bolts for the larger diff housing) Now to get it crack tested and then all painted up and assembled to get the car on it's wheels for panelbeating!! Feels so good to finally be making some progress again. And in other good news, a local garage I've been doing some glass work for has a sandblast cabinet and is going to blast that shitty paint off my callipers for me so I can repaint them and assemble them with all my NOS parts goodness!

So the wiper motor is all cleaned up and fitted to the te27 pedal box and I may have solved the grommet issue using some ae86 ones (if they arrive - that's another story) Got some wheels - 14x6 SSR Mesh. I need it on wheels for the panelbeater so these are good placeholders until they get a refurb or something else could pop up. The lips are a bit scuffed and one is a bit bent, but they'll be getting widened once the car is done if I use them. I'm going to hold off on the final decision about rack and pinion coversion until the very last minute. I need to get all the subframe and steering etc back together to get it rolling so can't be stuffed getting tied up in all that conversion and maths shit (blahblah time $$ and frustration). I've ordered a truck load of bits to get this ready (plus found some NOS outer tie rod ends and Pitman arm I had stashed away) SW20 rear struts for coilovers Idler arm, ball joints and outer tie rod ends T3 RCA's Cusco te27 Camberplates Full set new rubber bushings AE86 front & rear bearings and seals Diff gaskets Caliper rebuild kits AE86 Rotors Brake fitting kits and shims........theres more I've forgotten to list too....such a mission finding out all the parts you need and ordering them from all over! and some box section to make up a jig for transferring the leaf spring perches to the AE86 Diff housing - which is hopefully this weekends job.So theres a bit of welding, painting, crack testing and assembling and hopefully by the end of Feb she'll be other wheels again.

Ah bugger completly forgot aad face