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  1. 71 points
    i put the front bumper back together and put it back on and it looks ace, i did however forget to take a picture so yea.... anywho i did some other stuff. the rear muffler was too big, hit the ground a lot and made the car way to quiet so i fitted a smaller one. it doesn't hit the ground and the car is louder which is good. old muffler with custom flat bottom, 2020-04-06_05-10-26 by sheepers, on Flickr new muffler. 2020-04-06_05-10-17 by sheepers, on Flickr so the next thing i wanted to do was make new bits for the tops of the rear bumper. the ones i had were fucked so i made some new ones out of 8mm aluminium plate. ill let the photos do the talking but some points to note, the only file i used for this whole process is the one pictured which is called a dreadnought file if you've never seen one before. there is no better file for working with aluminium, you can get a great surface finish with these files if you know how to use them and they will remove heaps of material very fast too. things they dont like however include filing steel, that will fuck them. the other thing is that i used my 60mm DA sander/polisher to go from file finish to polished because DA sanders are the best thing in the world, get some. 2020-04-06_05-10-09 by sheepers, on Flickr 2020-04-06_05-10-00 by sheepers, on Flickr 2020-04-06_05-09-29 by sheepers, on Flickr 2020-04-06_05-09-46 by sheepers, on Flickr 2020-04-06_05-09-38 by sheepers, on Flickr 2020-04-06_05-09-20 by sheepers, on Flickr 2020-04-06_05-09-06 by sheepers, on Flickr 2020-04-06_05-08-56 by sheepers, on Flickr 2020-04-06_05-08-46 by sheepers, on Flickr 2020-04-06_05-08-35 by sheepers, on Flickr 2020-04-06_05-08-25 by sheepers, on Flickr 2020-04-06_05-08-15 by sheepers, on Flickr 2020-04-06_05-08-06 by sheepers, on Flickr 2020-04-06_05-07-48 by sheepers, on Flickr 2020-04-06_05-07-39 by sheepers, on Flickr 2020-04-06_05-07-31 by sheepers, on Flickr 2020-04-06_05-07-22 by sheepers, on Flickr 2020-04-06_05-07-12 by sheepers, on Flickr 2020-04-06_05-06-55 by sheepers, on Flickr 2020-04-06_05-06-45 by sheepers, on Flickr
  2. 63 points
    motor in. pretty stoked tbh. its funny how quickly i forgot how little room there is around this thing when its back in the bay. also the bonnet fits. 2020-01-24_05-44-54 by sheepers, on Flickr 2020-01-24_05-45-02 by sheepers, on Flickr 2020-01-24_05-45-10 by sheepers, on Flickr
  3. 63 points
    well, that was fucking stressful. first time ever laying a candy/3 coat colour and it so very nearly went very very wrong. i completely fluked it and managed to get it looking right but i was seconds away from disaster on more than one occasion. im fucking turbo stoked with how it looks, its got some dust in it but i couldn't give a fuck, theres way more right than there is wrong and thats a fucking win. 2020-01-09_06-20-37 by sheepers, on Flickr 2020-01-10_07-39-39 by sheepers, on Flickr 2020-01-10_07-39-48 by sheepers, on Flickr 2020-01-10_07-39-58 by sheepers, on Flickr 2020-01-10_07-40-05 by sheepers, on Flickr
  4. 62 points
    Witchcraft! I just replaced the original fusebox with a new magical one from the future which isn't all hot and melty and gives me more than 9 volts at the headlights! Amaze. Represent. Another year of legality. And since all my thread images are poked, here's one so you and I don't forget what she looks like. <3
  5. 58 points
    This would probably be my favourite part of the build, the plan was always to look mostly original, so when opening the bonnet i didn't want a shiny K&N filter sitting on the Weber IDA The solution was to modify an original air-cleaner to suit, it sits at exactly the same position as it would with a 4 barrel, so now when opening the bonnet at first glance you would think its unmodified.
  6. 55 points
    Crikey! Its been over 3 months since I last updated this thread. The reason being I have been busy just enjoying summer and driving the Imp whenever I can. Its such a hoot . I'll use any excuse I can to take it for a hoon. We have now covered over 3500kms since getting it on the road at the end of May last year. Considering we work from home so no commute I was quite surprised at how much its had! Its been incredibly cheap to run (very easy to get over 40mpg while still having a laugh) and is sooooo much fun to trash along on windy roads. The reception we both get whenever either of us uses it for a shopping run etc is fantastic. It really does make people smile- which is nice A few various friends, some from Oldschool, have also taken it out for a good thrash. Its really interesting seeing how different people drive it, their style, ease with the handling and gear change, confidence. Generally they have all found it super easy to drive and all seemed to love the handling. If only it had another 50 bhp... I have done a few little jobs here and there to improve it. Back in the last exciting episode I left off with some sexy photos of a new Hitachi carb. I swapped the relevant linkages/cable stops I had made for the previous carb across onto the new one , bolted it in place and hoped for the best. Started the car up but flooded it because the new carb seems to have a more effective choke. Cleared it and started it proper. Straight away I noticed how better the engine sat at idle. I few twiddles of both the throttle stop screw and the idle mixture and I had it running sweet at idle. I then took it for a hoon up the road. WOW- what a difference. No more flat spots, the transition off idle was smooth as, the transition onto the secondaries was smooth. No stumbling when coming to a stop and a super smooth idle. The jerkiness at slow speed in high gear was gone. Overall a huge improvement. Best $120 I'd spent in ages!! Here's a pic of said wonder carb.. Next job on the list was to improve the brake pedal feel. They work really well but I would still prefer a firmer pedal. I knew that the original Honda Civic brake hoses on the front were far too long, needlessly long. So that was a good place to start. I ordered a pair of new stainless braided hoses from Nelson brake services, impressed I was with the previous set I had them make for my Viva. $55 each which is a bargain. I fitted them and noticed a big improvement in feel. much nicer firmer feel with a better defined bite point on the front. But it can still be better and I think that its possible the brand new Lada master cylinder fitted has a slightly weak seal. If I press hard on the pedal and hold the pressure the pedal will slowly sink. I can also pump the pedal up a bit harder and I have done so many attempts at bleeding it I am pretty sure there is no air in the system. @NickJ ever so kindly sent me a spare set of seals he had. However Nick has warned me that they are from the same vendor he got the master cylinder from, which did come wrapped up in newspaper with these two fellas on the front... Interestingly the seals are a odd shape I have not seen before in a brake cylinder. They have a curved edge, like a worn o-ring outer rather than a lip that is forced against the bore like most brake seals I know.... I thought this was possibly the problem but after some googling it turns out that this master cylinder design and bore diameter is a very commonly used item across many Fiats, ladas and some other brands. So the seal design must work fine in use. Hannah's mum has come over from Blighty for a holiday and essential sun. So over a few weeks previous to her boarding her plane I kept an eye out on Ebay UK for anything interesting. She ended up bringing this stash of goodies... Apart from the very obvious Marmite with proper actual taste I bought a Haynes cutaway book filled with lots of Terry Davey's best pics, plus two old magazines with road tests on Imps- one of which was printed at the release of the Imp and is filled with heaps of articles, photos and fold out pages with extra large exploded diagrams. A total treat for any Imp nerd and one which kept me thoroughly delighted while reading it in the sunshine on coffee breaks... Lastly and more recently I have decided to sell on my Viva wagon. I'm not using it and have utterly fallen for the charm of the Imp. I would rather someone else make something of the wagon and what money I get for it can go towards this car (as well as another few projects in mind, and probably pushbike stuff...) So with that in mind I decided the VIva did not need fancy Recaro seats but the Imp does. The Mx5 seats are ok but not quite as figure hugging as I like, nor do they seem to offer the same lumber support that the Recaros do. Plus the Recaros just look so damn nice and fit in well with the little nippy go kart like car ethos I like in Imps. I was worried about them being a lot heavier but they only weigh 3kg more each. I can live with that for the comfort they offer! So I had to add some slightly wider spaced mounting points. Because the mx5 seat mounting points were welded on the back/inside of the box sections before they were welded on the floor I had to instead make up some flanged threaded bosses... which I then tigged in place (rather then risk mig splatter everywhere)... It was when tigging I remembered the steel was zincalume and made my welding a bit messier then I had hoped as the fumes came through... But all good and strong. I shortened the reach adjust levers while I was at it.. I also had to fix the mountings for one of the plastic covers which no matter what I did with the old push in plastic rivets would always come loose and rattle about . I machined some wee stubs and epoxied them in place... This (blurry..) pic dates the seats somewhat... (kids- ask your parents) I finally mounted them in proper and they look great. Much better to sit in and they also swing forwards further than the Mx5 seats - which to be fair really were never designed for a car with rear seats were they. The Recaros have a more suiting mixture of grey and black which suits the interior better I think. However I'll still keep looking for some suitable red leather sports seats much like the ones in my previous Viva for they were the best looking seats I've yet seen, although being slightly wider for 'larger" Alfa Romeo drivers and covered in slippery leather they were in use a little less hugging than these cloth Recaros. So that lot takes us up to date. Next on the list is to fit some carpet, now that I seem to have finally sealed the windscreen properly although the car has not seen much rain recently- its been so dry here since the start of December. I'm still tempted to play with injection. I bought a spare engine for $100 from the local wreckers. Its a 1500 and has the later oval port head. Larger ports and larger valves. We stripped it down together and its pretty good as far as wear goes on the guides etc. Certainly a good head I can clean up and fit without any machining. I have a inlet manifold to suit. However.... I may still yet re-power it with another engine, yet decided on. I do really like the idea of regaining my rear parcel shelf, currently cut to allow the valve cover to go through, because its missed and would be very handy for the weekly shop! Datto engine in the van after pickup... A tiny little tool box a found at the warehouse which was just soooo cute I had to get it... Goes here.. A tiny little trailer we built for some locals kayaks. Had to size it up... I sold the race car shell and it headed south to Queenstown on what was a comically huge transporter. Fuck I laughed... My Imp making other normal cars look huge... Finally my parting shot- because well... I just like this photo
  7. 54 points
    Well, I'm still not sure if this was a really good idea, or a really bad idea.
  8. 54 points
    Decided to try and get this thing riding a bit nicer, previous suspension setup was a little soft and hit the bump stops a bit too often, and with the extra weight of a 4age it would of been worse. Went with a set of Fortune Auto's coilovers all around, since I'll end up chucking an F series or similar diff in and I have the skills to strengthen the rear strut towers. Picked up another pair of struts, cut them down and and blasted them. Wound them all the way down and the front ended up a little higher and the back's a bit lower. Might try and get the front down a bit more, to at least were it was. Made a stainless distributor blanking cover. Bought a Flo's upper water outlet, as it looked to be the much simpler and tidier way of doing the cooling system. Needed a RWD waterpump (inc pulley), thermostat housing and a little bypass pipe to complete the setup. And of course with everything else, when you change one thing you have to change something else. The FWD alternator bracket fouled on the thermostat housing, so I got a RWD one from Japan. Borrowed some Flo's 4age to K series engine mounts and made up my own. Sitting in the hole. Had to space the engine mounts out by 8mm, possibly because of the Cusco mounts being thinner than factory ones? Dizzy relocation kit installed, had to cut a bit of a hole in the fire wall for some clearance. Stripped the interior, pulled out the dash, heater, seats, carpet and scrapped off some sound deadening around the gearbox tunnel. Cut a big ol' hole for the J160 to fit. Probably didn't need to cut so much out, but to make it easy to drop out and fit, some extra clearance was needed. Also wanted it to sit up above the sills and chassis rails. Made up a gearbox mount. Added two extra body mounts further back so that it spreads the load a bit. Has heaps of ground clearance as well. The J160 shifter needed moving forward as it lined up with the end of the handbrake. Cut up the original shifter housing and welded it on to some ali tube and 12mm plate. Spent hours on our little lathe turning up the adapter bits. Works mint, barely any flex and feels like it should. Moved it 200mm forward from the Altezza position, 50mm more than the SQ kit and 40mm back from where the factory Starlet one was.
  9. 53 points
    Short version of the story goes, the guys who sold me the pallet of 18rg parts to help me repair the corona engine also had a Lotus Seven replica also running an 18rg on twin weber 40s. Has been in their barn for the last 14 years, but recently they dug it out. Some fresh fuel and a slight fiddle and it was running again. I heard through the grapevine that he was was looking at selling it, and it had my name ALL over it. So several phone calls and a bit of time passed and a deal was struck. So a car I've always liked but never thought I'd really be able to own was mine, even better it was RG powered. Traikered it to the ferry, drove on, drove off, allegedly a quick fang through Picton and onto another trailer back to chch. From what I can see, the webers will need a rebuild kit thrown at them, an oil leak from the sump plug, probably just a new copper washer, and the wiring for the lights repairing. Then wof time! Included in the deal was a roof, doors than can also zip in half, and a torneou cover which can also zip in half speedster style. I love it so much, even my wife admitted it was really cool, and she's usually indifferent to my cars.
  10. 52 points
    Filled about 50 holes in the engine and removed all the brackets I no longer need. Laser cutting a sheet of all the filler pieces made it way quicker and easier! Where the chassis rail kicks up at the firewall is a known place where cracks can form. There was already one about 8mm long on the passengers side. Made some gussets and welded them in. Found some previous repairs around the rear hatch on the body. I think they just ground out the rust spots here and then bogged it up. Cut out and welded new steel in there. Another one here, this time just a piece of steel brazed over the top of the rust holes. Fixed! As well as a few more bits around the seal. Picked up a pair off TA22 Celica fender mirrors from YAJ, that you can kinda see. I think they look good, but hard to tell when half the cars missing. Bought a Estima F series diff. Stripped in right down, cut off all the brackets and then noticed one of the housing tubes was very bent! One end was out by at least 10mm. Had a go at straightening it, wrapped some chain around the tube and some big u-channel, and then used a bottle jack and heat to push it out. Came out pretty good, close enough to then shorten it. Drew up a jig that held it all square and inline. Shortened it by 105mm a side, so it's the same dimensions drum to drum as the factory diff. Bought some MRP adjustable 4-link arms off @Cdarust Got a Altezza Torsen LSD head to swap in. Made some upper and lower brackets for the diff. Borrowed @oftensideways rotisserie. Going to raise the rear 4-link body mounts up. About 50mm higher for the lower mount, which should make the lower arm level and somewhere between 50-100mm higher on the top arm. The angles are currently far too much and I've gone this far so may as well, will be good to get rid of the lower body mounts as they're the lowest part of the car. It shouldn't effect the rear seat too much either.
  11. 51 points
    and back in the hole. ive only run it for about 10 minutes but it seems much better than before. ill get a better idea tomorrow. 2020-03-10_06-16-02 by sheepers, on Flickr
  12. 50 points
    so yea, it goes. had to push the throttle by hand because i haven't got the e throttle working yet. pretty stoked tbh, it goes fucking mint. if i can figure out the e throttle setup i might be able to drive it tomorrow. sorry the video is a bit shit, i was trying to doort and film at the same time.
  13. 50 points
    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
  14. 49 points
    Motor is back together with ARP head studs and vvti 1uz multi layer steel gaskets. So it's better than it was before. It's ready to go back in which may happen tomorrow.
  15. 49 points
    Sigh, It seems like my life is a never-ending cycle of messing with KJet fuel pressures. But hopefully, this will help My quality German made KJetronic pressure testing setup arrived. Huge thanks to MissingParts on eBay, as this is some proper quality gear, and for less than I paid for the other setup. Nicely crimped ends, with quality rubber and fabric braided hoses The seller has a great sense of humour. "For oldtimer cars" I hooked the new setup up, which was a lot easier with the banjo fittings, rather than the generic screw fittings Now it was time to confirm the readings from the old gauge. Previously the cold control pressure was stone dead on the gauge, at near enough zero psi. This gauge, not so much. We want cold pressure here, near the green line (depending on ambient temp), otherwise it's too lean when cold So, what about the system pressure, which wouldn't go over 5bar, no matter how thick of a shim I fitted? Off the gauge; over 6bar And we want that at 5-5.5bar, on this green line. Too high and the control pressure will be too high also. Well damn. No wonder it still wasn't happy. I pulled the two additional shims out, and we dropped to 5bar system pressure. Better, but not perfect. I knocked the adjustment on the WUR to get the control pressure down to the required half bar, but the car wasn't running right. The next step was to step back, reset everything and presume that everything I had done with the old gauge was buggered. Because the system pressure was a tad low I wanted to add my small extra shim and see how that increased pressure (i carefully measured it when I made it, to add 0.5bar). Hah, perfect! I found this amazing step by step guide, which I followed and it worked perfectly. Big thanks to the author of that. The first step was to make my WUR adjustable. This is so that if I knock the pressure adjustment down too far I can use a nut to pull the pin back out, instead of having to remove and disassemble it to tap the pin back out by hand. I drilled and tapped the pin to M5x0.8 and using a screw, nut and washer, made it adjustable. The guide that I used is here. The basics of the mod are that you screw the screw in tight (or Loctite it in so it cant turn) and then tighten the nut down to pull the pin out of the body. To push it back down you wind the nut completely out, against the head of the screw and then use a punch and hammer to tap the screw/pin down again. It would be a lot easier to use if the screw didn't have a flange as there is limited space when mounted on the car, but its what I had on hand. With the WUR apart again I replaced the O-Ring for the diaphragm and flipped the thin metal diaphragm to the other side to even up any wear. Following the guide, I found that my initial pressure with no springs/strip was OK, and the pressure could be increased to the correct level by hand. Good. The next test had me checking the heater works, which when holding it in my hand with power applied, I could confirm it did get warm to the touch. Good. Next was to test the pseudo-warm pressure by reassembling the WUR with the springs, but without the heater/strip. This applies pressure to the mexican hat and diaphram, to emulate the warm pressure. This should be 3.5bar or HIGHER. I had just under 3bar. Not enough. This is where I had to get creative and work out how to adjust this. On other WUR, there is an adjustment screw under a brass cap on the base. You drill through that cap, and there is a hex screw to raise or lower the platform the springs sit on. I tried drilling what I thought was the cap, but turns out the base for my platform is actually a pin pressed into the housing. Its the recessed circle with a hole drilled in it. So, with callipers in hand, I tested/measured to see if I could use a hammer and punch to also adjust that like you do the cold pressure pin. Sure enough, some careful whacks of the adjustment tool, and I had raised the platform, thus increasing pressure on the springs. 4bar is perfect. I fully reassembled the WUR, heater/strip and all, and reinstalled on the car to test/adjust the cold pressure. I got this easily down to a solid 0.7bar (within the margin of error for the ambient temps, I didn't want to mess around too much getting it lower) I connected the heater and watched as the pressure slowly increased. The heater and strip were working perfectly. I got it near the required 2.9bar, but it was still a tad low with the engine running at temp, so I used the one last adjustment available; tapping the main circular unit on the WUR down. This is the part that the two fuel hoses bolt onto. This is also pressed into the body, and like the other two adjustments can be carefully tapped down with a punch. This takes very little to increase the pressure, but be very careful not to punch it down too far or the WUR had to come completely apart again to tap it back out. I alternated tapping the punch on both sides, where the arrows are pointing. This resulted in a nice 2.9bar when warm. Excellent. After some tweaking of the idle and CO screws, the results were immediate and obvious. The car ran and idled better than ever, including idling under 2000rpm for the first time. I set the idle to about 1000rpm, which is higher than factory spec, but it felt happier there than the 800-900rpm recommended. http://youtu.be/3VVylMr5BVI The only thing left to do was to put on my big boy pants and try taking it for a run. The last time it was on the road it constantly tried to die on me and left me blocking intersections. Not ideal, and no wonder I was nervous. This time, it started and was driving perfectly. It was pulling strong and felt good... until the hesitation kicked in again at high RPM under load. The exact same issue as before I rebuilt the Kjet system. I came home with mixed emotion. The car ran and drove well unless I got on the throttle. Kind of a win, but also a fail. Mrs Petrol and I were discussing the issue and she reminded me that her old Alto used to buck and hesitate if the fuel was too low... Surely that's not the issue? Nooooo If you look at the design of the tanks, the feed to the pump is at the front of the tanks, toward the front of the car. It's possible that under acceleration the little fuel in the tanks was sloshing away from the outlet and starving the pump. Maybe. The orange arrow is pointing to the fuel outlet on that tank, the other is on the other tank in the same location. Well, I guess I limp the car to the gas station and chuck some gas in and see what happens. Well, what does happen is that if you don't have both fuel caps open when you try to put any fuel in the tanks it all comes rushing back out and pukes down the side of the car and onto the ground. Oops. I added 20L to each tank, at great expense, and guess what, my Wife was right (like usual), the hesitation is completely gone, and it will happily rev out to redline under WOT. Amazing. The sound and feel of the car is crazy. It's so loud, but makes a great noise. You sit so low, but the car feels big. Even when it's not moving everyone is breaking their necks to see what it is. It's not a car for the shy. It does leave me wondering a little, if I had just filled the tanks when I first got the car, would it all have been OK anyway? The main issue I had before I rebuilt it all was that hesitation issue. In saying that, it's starting, running and driving better than it ever has since I got it, so the work was well worth it regardless. I'm stoked. Still some things to tidy, but it is almost ready to go for a WOF check.
  16. 47 points
    Well, it happened again. Somehow awesome old British cars that need loving find me, and of course who am I to turn them down? This car has a bit of a weird story, but I guess it adds to the history of it all. It all started when I had the M328i listed on Trademe, back in March, and in amongst all the useless time-wasters asking me dumb questions, I got asked if I wanted to swap the black leather vaders for white leather seats from another M3. Of course this was a no, white leather is one of the worst wearing colours in the E36. The fellow wasn't done there though, he wanted my seats. The next question he asked on my listing immediately had my ears perk up, and suddenly I was intrigued. Yes, that's right, a TVR. After a bit of googling I worked out an 80s TVR would be a Wedge. Not the most loved TVR, but I like them, and any TVR is a good TVR in my books. It's 80s, it's British, how bad can it be? Of course I was interested, and let him know. Later that night I get a call and discuss the car. Its been off the road for a few years getting some work done at the "local" TVR specialist, in Auckland. Ok, no problem, except the owner is down in Christchurch (about 1000km and a large body of water away from each other, and I'm somewhere in the middle of that). It turns out that he wanted my car, because he was buying a convertible E36 M3, and wanted to swap my black leather into it. He also had thoughts of "Trevors last drive" by flying up to Auckland, picking up the TVR, driving it down to me, swapping to the M3 and for him to continue on his way down south. As I found out later, this would've been a big ask for the TVR. We discuss the ins and outs, and I'm recommended to contact the specialist and discuss the car. I give the specialist a call and discuss the car. Apparently it's all sorted, and basically ready to "fly through" a WOF and to hit the road. Its had various work done, including most of the hard work like suspension. He noted it does have an issue starting, which is possibly down to a failed fuel accumulator, but does run and could be driven onto a truck. His description of the car was that its a good solid, tidy car, but may need some carpets as they are a bit worn. I was very interested, but needed photos to see what condition it was in. Ok he said, he will try and sort some for me. To cut a long story short, I tried for months to get photos of the car, with every reason under the sun for not getting them from the specialist. On the other side of it, the seller of the TVR decided not to buy that M3, and couldn't find one he wanted, so no longer had a need or want for my car. I let him know I was still interested in outright purchasing the car but would need photos. Both him and myself followed up with the specialist, to no avail. Just before I went on holiday at the end of June, the BMW sold, but I still had no proof of life that the TVR even existed, so just left it hanging whilst I chilled out in the UK (more on that in a later post). When I returned, I already had a list of cars on Trademe I wanted to look at. I had basically given up on the TVR at this point, as during the month I was away, still no photos had been sent. I looked at a couple of cars, including an Evo 4 (which I came very close to buying, but the second viewing showed too many issues, and the unmistakable smell of weed inside) and a C55 AMG (nice car, if a bit dull). I wasn't quite set on them, but noticed that the TVR specialists website had been updated, with new photos, and what happened to be dead center in the photos, but a silver Wedge! Well, there was my proof of life I guess; the car did exist! I contacted the owner and confirmed the car was still for sale, and then did the stupid thing; making an offer for the car as it sits, without so much as a real photo. Offer was accepted, and a call was made to the specialist to make sure no money was owing, that the car could come with the spare parts, and that it would drive onto the truck.... oh wait, what's that, it suddenly doesn't run but you will "try to get it going"... I pushed forward anyway, sending my hard-earned money to the seller, and booking my preferred transport, letting him know that the car doesn't run but the specialist will "try" to get it running. After a long week of waiting, this showed up this morning. Yes, that's the proper good fella Brent from Classic Towing dropping off yet another project to me. Can't recommend him enough, as even when things go a bit pear shaped, he has it all under control, and he loves weird cars almost as much as I do. My first question to him was "did it run?" to which he replied with a no, and tightened the winch ready for laying the bed flat. Such a cool truck, it lowers the bed right off onto the ground. This is half way down Brent pushed the car whilst I jumped in and steered it carefully into the garage. This was harder than you would think, being that it was raining on the outside, and inside of the windscreen, and the wiper didn't work (well, it's not even fitted). We made it safely into the garage though. The brakes work, which is something. So, what is this weird little thing? A 1980 TVR Tasmin 280i It's more or less a Ford Capri in a fibreglass body with tube-frame chassis and some weird and bespoke parts. Powered by a 2.8l V6 Ford Cologne engine topped with Bosch K-Jetronic mechanical fuel injection, backed by the latest (for the 70s) in Ford 4 speed manual gearbox technology, and driven via the rear wheels through a Jaguar XJS diff with spiffy inboard disc brakes. The pinnacle of technology, and a real parts bin special. On the plus side it does get some pretty advanced gear for something that is the same age as my green Mini. Independent rear suspension, four wheel disc brakes, fuel injection, electric windows, bonded windscreen and a targa top convertible. It does have a lot of known quirks though, such as a multitude of wiring issues, a wiring loom that consists of only black wires (seriously), diabolical K-Jet fuel injection, and a dual fuel tank system that is no end of troubles. Anyway, this car is the 106th Tasmin off the line, and appears to be the 4th DHC (Drop Head Convertible) made (1st was a concept made from a chopped up FHC). Before the DHC was in production, the FHC (Fixed Head Coupe) was the TVR to have. The FHC was soon phased out though and only the DHC survived until the end of production, albeit with some big changes. Being a very early car, my one has some specific early only "features". The first, and most obvious, is that its a TVR Tasmin, not a TVR 280i. TVR dropped the Tasmin name later on and left the names to just be the displacement of the engine (280i - 2.8 V6, 350i - 3.5 V8 etc). A couple of other early features are the weird little mirrors hanging off the doors. Later cars changed to pods in front of the side windows, like a normal car. One of my favourite really early features though, has to be the gorgeous Stewart Warner gauges The later cars got boring, but arguably more readable (and probably reliable), VDO gauges. There is just something about the way the SW gauges are clocked, and the vertical odometer. So, now that the car has been delivered, how is it? Did i win the blind buying game, or get screwed? It's not as tidy as described, and it doesn't currently run. The battery was completely dead (to the point my ctek charger won't even detect it), but with a replacement battery the electrics are slowly coming to life again. Unfortunately, it leaks like a sieve and is full of water. I tried to dry as much as I could out, but the dehumidifer will have to do the rest. The roof seals will be the major contributor to this, as they are well buggered. The water ingress is what has ruined the carpet, it's literally rotting away. The boot, once I got it open, wasn't much better, with the lid being full of water and covered in condensation on the inside. The seats are in good condition, with no obvious rips or tears, as is the rest of the general interior. The wood grain has some cracks, but overall for a car I suspect spent a lot of time sitting outside, its in good shape. Apparently blue velour and vinyl stand the test of time. Bodywork is very good, with only some stone chips on the front. The rest of the paint appears to be good and will come up well with a polish. The top is also in good condition, with only some damage to the fabric on the removable section, and the rear window is very cloudy. Hopefully, I can polish that out, but it may need replacement. I don't know how the car is mechanically as it does not run. The previous owner advised (only after I had paid for it) that there is a strong fuel smell from the tanks when sitting, but it drove well otherwise. The fuel in the tanks smells like varnish, but cannot be smelt without opening one of the two fuel caps. I will need to drain this out and throw some new fuel in before trying to start. The starting issues could be a few things, but I will get to that in due course. One cool thing about TVRs is the convertible roof with a removable targa section. You can either have the roof up, down, or the rear section up but without the targa section, which fits into the boot (roof isn't locked in this photo, so looks a bit baggy) So that's the TVR. The plan is to get get it running, get a WOF on it and then take it to the British Car Day show in Feb. In between that, just take it out for some top-down Summer cruising. Oh, and keep fixing it. Can't forget that.
  17. 47 points
  18. 46 points
    And here she is in all her glory!
  19. 45 points
    Hi all, Long time lurker. I brought this car out off Dunedin 2 and a bit years ago, off a friend of mine who id hounded for a while to be able to buy it off him. I brought it Reg on hold, no wof, motor not running, manual swap not quite complete, and the interior in the boot. Car is a Hardtop, with the eagle Mask front end, my favorite combination! A buddy of mine and I drove down, threw it on the trailer and brought it home. Car was originally a 1geu, Auto. It had a 1gge and W57 stabbed into it, but a long way from running. Once it arrived home i reassembled it to see what was missing. A pic form the day i picked it up In the 2 years following that i battled my way through making it run. Someone had REALLY funked up the motor loom, and most of the time was spent chasing that. A few spots of rust were removed, Engine painted and freshened up, engine bay painted (twice god damn it). Interior was re instated, wiring loom tucked, coilovers, bushings, booster delete, proportioning valve, strut brace and eventually a full respray. Among a thousand other jobs December of 2019 the car was certified for everything, luckily it went through with very minor issues. Car as it sits now While in lockdown ive been chasing issues with the factory EFI. I hate this EFI system, it is rubbish. Probably more of an issue because of the muppet who tried to fix the loom for the owner before me, but none the less its been a nightmare. So to cure it, ive started collecting the parts to do a full conversion to side draft carbs. Triple webers seem to be the answer in my mind anyway. Thats all for now, ill detail some of the process in future updates, and specifically the carb conversion. Thanks!
  20. 45 points
    Bought a set 13x6.5 Work Equip 01's. Will refurbish them and then decide if I want to run them. Also scored this off Yahoo Auctions a while back. Has the plugs and also came with some black dash parts. Decided on how to raise the tunnel. Bent the handbrake section up to match the height of where the old gearbox tunnel top piece had to go. Then made up some filler pieces to fill the gaps. Plan was to keep it looking as factory as possible. Had to remake the crossmember as it needed to be built up higher. Used some tube that matched the radius and bent it to suit. Welded in filler pieces. Cleaned up. Next was to make some strips to fill in the sides. Had contemplated making them with the factory swagings, but decided it would be easier to flatten them out and make the strips flat. Then the tunnel to firewall gap needed filling. Made a paper template, transferred it to the steel, cut it, formed it and it nearly fitted perfectly first try. All cleaned up. Up next was the firewall cutout for the dizzy blank cover to sit in. Tried again to make it look factory, which I think turned out pretty good. Stripped out all the sound deadening with dry ice. Have only cleaned off the residue from the passengers seat and footwell area. Pulled out all the wiring as well. Need a F-series diff now.
  21. 44 points
    Finished the other side 4-link mount. Bought some more wheels too. 13x6.5j SSR MKII's. Gave them all a beadblast and polish, still need some paint at some stage. Bought some new screws for the headlight trim, gave the trim and headlights a polish and assembled them. Made some new chassis rails out of some 50x50x2.5mm box section. It nearly perfectly slid over the existing chassis rails, which was ideal for plug welding it. The front of the rails/foot well section has gained 25mm of ground clearance now, which makes the sills and chassis pretty much flush, before the chassis was quite a bit lower. Also extended the rails to go all the way through the rear seat foot well and up to the rear chassis section. Should be way more rigid now! Cut out the floor that was hanging lower than the chassis rails and made some new panels and welded them in. The other side is a bit more work, as it will have an exhaust tunnel going through there as well. I should hopefully be able to tuck the exhaust right up above the lowest point. Once that's done the sills and chassis rails will be the lowest point in the centre section of the car. Might need to look at whether I raise the front crossmember or not.
  22. 43 points
    well then, many happenings have been happening. firstly my good Mate Adam strapped it down to his dyno and he had a go at tuning it. the fuel pump died and it was making 15PSI which is way to much for a poor little M122. so i pulled the fuel pump out and replaced it with a walbro GSS341 and i made a bigger pulley for the supercharger. while i was at it i put the colder thermostat in it. put it all back together and this morning i went back to Adam's dyno for another go. everything was working so we set about basic setup, this is where i discovered that id set the timing wrong and it was retarded by 15 degrees. dont know how id fucked that up but i had. explains a lot.............. so anywho with the timing right things progressed well and the thing made power without getting hot so thats solved. pics/video can tell the rest of the story. EDIT - flickr is being a dick and wont upload any pictures. it made 250RWKW and the torque is literaly a straight line at 280 foot pounds. but youtube is working so heres the vid,
  23. 43 points
    Both back sections of the floor done. Has an exhaust tunnel through it to suit a duel 2" system, should be able to tuck it right up above the chassis rails. Sills and chassis rails are now the lowest point in the middle section of the car. Made a rear strut brace to strengthen the upper shock mounts and to accommodate the extra load of coilovers. Made the exhaust tunnel through the front foot well too. Notched out the crossmember above the diff for clearance. Made a mount for a Wilwood pedal box, need to figure out where to put the reservoirs and move the accelerator pedal over a little. Raised the spare wheel well up 60mm to fit a larger fuel tank. Was a good chance to also drill out the spot welds on that centre mount and tidy up the rust that was forming in between.
  24. 43 points
    So Hannah and I took the Imp for a two day road trip. Part business and part holiday. On Friday we drove up to Lake Rotoiti, Nelson lakes national park. On the way we checked out some old classic cars a fella owns who wants me to do a load of bodywork on. The Imp drove really well. The sun was out and the music cranking (some ambient tunes from David Tipper since you ask). We had a good coffee and then a nice walk on tracks around the lake. That evening we drove through to my olds place in Blenheim. A nice day out. Here's some photos... Chilled out at my parents, a feed of fish and chips, wine. A grand way to finish a day. Following morning we set to head home. Filled the Imp up, did some maths and allowing for a very optimistic speedo we reckon on around 40 mpg. Not bad considering the gearing at 100kph. Headed home, sadly into rain as a cold front was moving up the Island. Drove long way via Picton and Queen Charlotte drive because narrow twisty roads and go kart car... Over the Rai Saddle, sitting with the flow of traffic. I give the car some stick to pass a motorhome up the saddle and then when cruising down the other side the wee car does that thing.... 'JOLT!' The car does a small but very noticeable stumble. Like a tiny rev limiter. For those that have tuned megasquirt, or maybe other EFI, it felt like when you click burn. "What was that?" Hannah asks. "Shit- I don't know but it felt like an ignition thing, not spluttering fuel thing" I reply. We both go quiet. I almost want to turn the music down and listen for any untoward mechanical sounds that might be there. But I don't. I'll play it cool. Don't worry. Don't get Hannah worried. It was probably just a... fuck. I don't know. I'll just say nothing, drive a little slower and whatever it was will be a memory soon. The silence is piercing. Now I notice every bloody vibration. I'm watching all the gauges like a jet pilot. All the time my mind is going through all possible scenarios. What could that have been. What if we breakdown? 3km pass. It seems ok. I start to relax. Only one big set of hills to go. I pass another rental car, most likely the scurge of the kiwi roads, a Nissan Tiida. I dont know because I'm still having a mini stress.. 'JOLT'. Here we go. This is happening. This time its for good. The car dies and I have to quickly think where I'm going to stop to fix it and quick before I slow too much and that silver blob I just passed drives up my bum. I spot a forestry road on the right, coast across to it (whilst trying to make it look like nothing is wrong so saving face for all classic drivers who get the "oh old cars are so unreliable...") I pull to a stop and the engine splutters to its last road driven rotation with a bang. Bugger. Remain calm. Reception on phone? Not a chance. Tool kit in boot comes out and we go through all the obvious things, concluding that it is indeed the ignition. Annoyingly it was the ignition module, of which I didnt have a spare. If it were points I'd have fixed it. Such is life. Luckily the rain had stopped and double lucky that across the road from the forestry road we parked on was a farm house. The kind farmers wife took us in, let us use her phone and fed us tea and biscuits. I called a mate out with his trailer. We have AA membership however its the basic cover that would have got us to a garage. I knew a Garage wasn't going to fix this and we'd still have to get home. Yeah nah. Stuff that. Mate turns up with his trailer and we have a choice as chilled out trip home. We fed him dinner and it was all good in the end. Big thanks to @Sanfiddy for rescuing us! Oldschool spec favours. I only took one photo of the day... So that was that. On Sunday I removed the dizzy and then the module. It fails the tests as predicted. Here's the troublesome module... Come Monday and at my local wreckers looking for a module. I dont want to spend $120 on a new one when I'm about to fit full engine management. No luck locally but we were in Nelson on Tuesday and I found one at a wreckers there, cheap too. Fitted it that night and brooooooommmmmm The replacement was a proper Hitachi module whereas the one that let its smoke out was a no brand cheap one. Even felt lighter if that means anything. I took the broke one apart and it looks like a little cityscape inside- heck it would scare a Barry used to the kettering system... I also managed to score a spare couple of dizzies, converted with accuspark. My bench looks like a bomb went off in a hitachi factory... I'll need to fix them up, check them out and then I could always have a spare setup in case. That is until I fill the Imp with boxes of electronics and then there's no chance Mr AA man can help me. It'll be like every modern car- useless when broke. In other news- this turned up from China the day we left for the lakes... Its a brand new Hitachi 306 clone, all for not much more then a full carb gasket set costs. I had ordered this before I had scored all the other Megasquirt bits. Anyway- I'm still looking forward to trying it out because my worn out carb is about as good as I can get it. The new one looks so shiny. I'll report back with my findings on how deep the quality goes...
  25. 43 points
    So I guess this is where we start then. The first port of call today after having the car delivered was to work out why we had no power. I popped the bonnet, and yes there was a battery. Ok, let's remove the battery and see if I can throw some charge into it. Ctek says NO. With the charger connected to the battery, nothing. No lights on the charger, and if anything, the charger started acting weird. Guess that's no bueno then. Hope my charger is OK. A quick trip to Supercheap sorted out a battery for me. There is very little space for a battery, so a bit of digging in the Century Batteries catalogue yielded the biggest battery that would fit the same footprint, an NS60LSMF Connecting this up showed that we finally had power. The dash warning lights come on with the key, the driver's electric window is working, albeit slowly, and the central locking works. Strangely the headlights did not respond to the switch, but some wiggling of the wires behind the switch sorted that out (yeah, I'll need to look into that). The next obvious step was to see what was up with the fuel tanks. Now that I had power I could see the fuel gauge was reading empty. I decided to take a risk and try dumping some of BPs finest 98 and injector cleaner into the tanks and see what happens. I split the fuel and cleaner between the two tanks as evenly as I could. Since I had been told it was possible the accumulator had failed, there is a trick to work around this and still have the car start and run normally. The accumulator works to hold fuel pressure in the lines when the engine is off, but when it fails the lines no longer have pressure, and the fuel pump only runs when the engine is turning, so it takes ages to build that pressure back up. The trick to work around this is to have the pump run when the key is turned to ON so it primes the lines. The simplest way on early cars like mine is to disconnect one connector from the side of the fuel distribution unit. This causes the pump to run when the key is on. Easy. Its the blue connector in the top photo, and the green plug goes onto it (strangely... why arent they matched colours?) I connected the battery and turned the key. Sure enough, I heard the familiar whine of a pump turning, and then the woosh of fuel heading down the lines into the fuel distributor. Now it was the moment of truth. I turned the key, and the engine turned smoothly over. It spluttered a couple of times, but wouldn't start. What a tease. Eventually, this happened. It was rough, but running, and even idling. I ran it for a while, and everything looked good. No obvious signs of leaks, but blimey does it make a noise! The longer I ran it, the smoother it was getting I checked and it seems to have gears, and a clutch, so that's a big win. It still hesitates a bit, but that's to be expected for an engine that has been sitting around. I'll take the plugs out and give them a clean (or replace), and check the cap and rotor condition. If everything looks OK, it may even be time for a quick run around the block. One must wonder though; if I can get it running with little effort, why couldn't the "specialist" have it running for the truck? Oh well, best not to dwell on it I guess.
  26. 42 points
    had a good day cutting and welding and ended up with this. pretty happy with them, i just need to weld the 2 into one collector on the end and a flange and its finished. someone on here (i think) was talking about a type of black heat proof paint that may have been for a pot belly stove or something like that? whatever it was please remind me in the discussion because id like to give it a try. 2020-05-12_05-52-59 by sheepers, on Flickr 2020-05-12_05-53-07 by sheepers, on Flickr 2020-05-12_05-53-15 by sheepers, on Flickr 2020-05-12_05-53-23 by sheepers, on Flickr
  27. 42 points
    right so, rust repairs. usual story. cardboard template, cut the piece out, fold, fuck around, make the next bit. in this instance i was lucky to have an unmolested example to copy so i knew i got the patch the right shape. i just use basic tools, i think the fanciest thing i have is a shrinker/stretcher. anywho ive taken some fairly self explanatory photos of the process, only one that might need some explanation is welding up the gap. i use a copper plate behind the gap and weld onto that, the metal wont stick to the copper so it helps if you've got a gap to fill. 2019-12-29_03-56-09 by sheepers, on Flickr 2019-12-29_03-56-18 by sheepers, on Flickr 2019-12-29_03-56-25 by sheepers, on Flickr 2019-12-29_03-56-33 by sheepers, on Flickr 2019-12-29_03-56-52 by sheepers, on Flickr 2019-12-29_03-57-00 by sheepers, on Flickr 2019-12-29_03-57-08 by sheepers, on Flickr 2019-12-29_03-57-17 by sheepers, on Flickr 2019-12-29_03-57-25 by sheepers, on Flickr 2019-12-29_06-07-34 by sheepers, on Flickr 2019-12-29_06-07-41 by sheepers, on Flickr 2019-12-29_06-07-49 by sheepers, on Flickr 2019-12-29_06-07-57 by sheepers, on Flickr
  28. 41 points
    Once again, it has been a bleeding long time since the last post, but of course, I haven't just been sitting around doing nothing. It may be a whole new world out there thanks to the current chaos, but the free time I suddenly had was enough to kick start work on the TVR. Way back before Christmas last year I ordered new carpet and underlay. Until now it's been sitting in the garage waiting for me to get around to pulling the old carpet out and replacing it. It's not a job I was looking forward to. I'm not a huge fan of working in interiors due to cramped access and lots of kneeling on the ground. This is what I was dealing with. Old faded carpet which had started to come apart, especially in the footwells, due to being exposed to moisture for long periods of time. When I got the car the whole floor pan was soaked in water and had been for a while I suspect. Even after drying the carpet out it always had a certain smell, and the carpet was dry and crunchy to the touch. What I didn't realise until later was that the carpet wasn't mean to be that tan colour, it actually used to be dark blue. There were some spots, like this section in front of the hand brake and under the center console, that hadn't seen the sun and were still the original blue (albeit in this case, filthy and squished). The first task was to remove the center console. First the surround on the center stack has to be removed, then the gear knob comes off, and there are three screws holding the console in. One at the back under the flap of carpet in the cubby, and two behind the radio in the cubby. Don't forget to disconnect and remove the switches too. It was pretty dirty under the console, with lots of shredded bits of insulation floating around. Lots of black wiring and heat wrap Next, the seats should be removed. I tried to remove the rails from the floor but had real issues. The rails are held in with two bolts, one on each end, which go through the floor and are secured with nuts from under the car. A combination of a little rust buildup on the threads, and a bolt head that isn't captive but is also inaccessible (no space for a socket or spanner) with the seat in place almost made me rage quit. I got a couple of the nuts off but got stuck fast on the passengers side, where the whole bolt was just spinning. The usual method is to jam the bolt head with a screwdriver to stop it spinning and wind the nut off, but this bolt wasn't having a bar of it. I rounded the head off quite nicely. Thankfully, as is good practice, I walked away and left it for a bit, and when I came back I had a new game plan; remove the seats from the rails. This is FAR quicker than messing with the rails, as there are four bolts under the seats, easily accessible with a 13mm ratcheting spanner, and then the seat just lifts off. One last thing that needs to come out are the roof struts. They are held in with a nut on the top hoop of the roof, and then nut/bolts through into the boot. Since the roof will not stay up without them, a couple of bungee cords were employed to keep it erect. One went between the two bolts on the hoop, and another from the wiper spindle to the cord between the bolts. A third was later added to hold the rear edge of the soft top up against the hoop for better access to the parcel shelf and rear bulkhead. I quickly added some offcut underlay under the cord where it touches the top of the windscreen frame to stop it damaging the paint. Now it was just a case of pulling, tearing and cutting the old carpet out (but keeping the sections in one piece). The carpet on the sides of the tunnel was barely stuck on, but some of the other carpet like the parcel shelf was a real prick to remove since it had really thick jute underlay. I don't think this was the original carpet, there were a few telltale signs it had been replaced at least once before, but obviously a long time ago, and not that well. This was a real time consuming and back-breaking process. Once all the carpet was off I needed to try and remove as much old adhesive as I could. This was done with a mixture of a wire brush and a grinder with a twist cup on it. It was very messy but quick to strip the glue off without damaging the body. As each section of carpet was removed I tagged them all with a paint pen, according to the official layout in the parts guide. This was so I always knew where the sections came from and where to refit them. With the carpet out it was time to start the job of measuring, cutting and fitting the new underlay and carpet. First was to lay out the underlay and trace the sections I would be fitting it to. The underlay I purchased although isn't waterproof (yeah, I know, but I was struggling to find any decent padded waterproof underlay and this car now has a phobia of water, so shouldn't be an issue), should work well. Its sold in 1.8m sections, and in the end I only needed to use 1.8x2m total (I'm not sure why it's slightly longer than advertised but I ain't complaining). I wasn't going to pad the whole car, only select sections, which were the inner tunnel walls, footwells, rear bulkhead and parcel shelf. Mainly places that will be touched, pressed or rested upon. I used the removed carpet sections as templates to trace around. All sections were also numbered with their identifier (or named for the obvious bits like bulkhead), and if needed, an arrow to show direction. We also got our first glimpse of the new carpet colour. TBH its not as dark or as "blue" as I had hoped, but it ended up looking better than I was expecting. Cutting the underlay with scissors literally tore my hands to bits. I ended up with a couple of gnarly blisters from the effort needed, as this underlay does not cut well. Regardless, I pushed on. Once the sections were cut, they were test fitted and trimmed Once I was happy with the fit, they were glued on with copious amounts of Ados high temp F38 contact adhesive, applied by a large brush. This stuff stinks (You MUST use a decent respirator as this stuff will get you as high as a kite before you get too far), but flashes off quickly and is as sticky as anything. I initially got two tins of this but had to buy two more later on as I ran out (and if I didn't change to spray adhesive for the rest of the work I would have needed a fifth tin). Work quick and get it in the right place first time as this glue isn't here to fornicate arachnids and sticks quick and sticks hard. The underlay didn't need to be perfect as the carpet was going to cover it anyway, but any bumps, creases and edges in the underlay will show in the carpet over the top of it. The bumps in the sections behind the seats are from the wires and fuel tank brace strap that reside there; they do end up showing as bumps in the carpet too, but not much I can do about that. Next was to trace and cut the carpet sections. This is where I made a fairly major whoopsie. I had been told to make sure my carpet "grain" was always going in the same direction on each part otherwise sections will look "shaded" as the grain will be going in different directions. Well, guess who immediately forgot this advice, and instead used his awesome Tetris skills to make all the carpet fit into the smallest space possible? Sigh. By the time I realised what I had done, I had cut all the sections out and couldn't start over. But hey, I got it all onto the carpet with some spare! As you can see in the later photos its not that big of an issue but might look a little more obvious if I had used a thicker pile carpet. I used engineers chalk to mark the back of the carpet, which was quick and easy to see. Everything was marked slightly oversize as it's far easier to trim it down than to make it bigger. A combo of scissors and a brand new knife were used to cut the carpet. Slight colour difference Trial fit, and then some trimming On went the glue. I did this in two sections so I could ensure it was all lined up front to back. Before these side sections went on there are little sections on the floor that cover the humps inside and out, these were fitted too. The corresponding outer section went on too. This was a real prick to do. I wondered why it was in two sections (split just aft of the A-pillar) when I removed it and thought "oh I'll just make it one piece, how hard can it be?", well, it didn't work and I had to cut my section into two pieces too as I just couldn't get it to line up at all. Working up under the dash and into the A-pillar space wasn't much fun either. The little strips of green tape behind the seat rails is to indicate the position of the now covered seatbelt mounting holes on each side, so I could cut the carpet in the right place later. Both sides had their inner and outer sections glued on, and then the front bulkhead, under seat and footwell sections went in Now, keep in mind this looks easy and seems to be progressing quickly, but in reality, the work was slow, painful and very hard to motivate myself to keep going. I also couldn't do too much in one go as I needed to wait for other sections to cure before moving forward with the next part. Stripping the carpet was about four days work, there were about ten days between finishing the underlay and fitting the first piece of carpet, and the last piece of carpet was fitted almost a month later. Anyway, with the footwell and tunnel done it was only the rear bulkhead and parcel shelf to do. These were never going to be fun due to their location and size. Before the bulkhead went in I had to fit the little sections that cover the arches. Now, I thought it was doing this right, and it looked right, until I later went to fit the interior trim panels, and found that I had placed them in the wrong order, but not until I had already screwed screws through them. I had glued the carpet to the arches Which was bad when the trim went on But what needed to happen was to have the trim panel screwed into the arch and then the carpet glued in over the top of that, not the other way around. It's obvious now but wasn't at the time. Now the parcel shelf carpet can go in. I did this in a couple of stages. First I trial fit it, trimmed and then using the Ados high temp I ran a strip of adhesive along the very back edge, making sure it butted up nicely against the bulkhead carpet. After 24 hours I came back and using ultra strong spray adhesive (which I had moved to for the footwell carpets and bulkhead due to ease of use and speed, but not needing the high temp for those sections) sprayed the top section This allowed me to place the top section perfectly, and then once that was cured to move onto doing the lower section on each side. In the very unflattering light, the bumps in the carpet behind the seats from the wiring/bracing is very obvious but in person, it's not that bad and is mostly hidden by the seat backs. But that was it. I had finally glued in the last section of the carpet! This is about the point where I was finally starting to feel happy with the work I had done, as getting the parcel shelf carpet in really tied it all together and made the difference. Before this, I just wasn't really feeling it and wondered if it had even been worth the effort. Now it was a case of refitting the seats, after a quick clean. I also cleaned and greased the rails. There has been a lot of other work going in during this. Since I had the center console out the switches got overhauled, various bits got painted, the shifter got rebuilt, and new shift and handbrake boots are being made. There will be another post on that work later. Today I decided to see what the carpet looked like out in the real world, not from under the harsh cold lights and out in the overcast day. I connected the battery up, primed the fuel system and turned the key for the first time in about two months. The engine turned and sprang into life. I still can't believe how well it starts and runs hot or cold. Reverse gear was selected, and I slowly backed out of the garage into the driveway. This is what I had done. Enjoy. I know I did. It's not perfect; there are still some bits I'm not 100% happy with, but overall I'm pleased. My first time working with carpet, and not even having a pre-cut or moulded carpet to work with. It was hard work, but the transformation from the old carpet is huge.
  29. 41 points
    Skeet skeet felt really good to finally drive it again, change gears, and get past 7000rpm. the falcon has been ok for daily duties but it’s not in the same league. Might need to sandbag it to get back to old ride height now there’s no towbar and less bog
  30. 41 points
    Made a start modifying the 4-link mounts. As you can see they originally hang quite a bit lower than the sill. New mount all welded up. Should be heaps strong enough! Cleaned up a bit. 17mm socket just fits through the channel to tighten/loosen the bolt. Might swap to Allen head screws, as the paint/underseal mightn't leave enough clearance. The lower arm is nice and level now. Next was to do the upper arm mounts. This is it all done coming through the floor under the rear seat. The seat just doesn't fit, but should be an easy fix by bending one of the wire spring things a little. Top arm angle looking much better. The arms should intersect pretty close to where I guessed the instant centre of the car will be. Just have the other side upper mount to finish off. Sent a bunch of stuff of to be zinc plated. Some didn't turn out as shiny as I'd liked, but not all of it's that visible and I think I'll get the engine and gearbox mounts powder coated any way.
  31. 41 points
  32. 41 points
  33. 40 points
    THIS FUCKING TIME! On recommendation from some other painters who do home jobs outside work, I went with Baslac 2k and high solid through RA Johnstone. its fucking sweet, covered like a boss. I gave them the tin with the dregs from the first time I painted it a few years ago and it seems a good match. Haven’t had it in the sun yet but wag better than the orangey metalux stuff I’ve been spraying and sanding off lol i changed up my style a bit and whipped the bonnet and boot off to reduce overspray dry spots. Shot Michael laid on a 60% foundation coat after flicking come on any rub throughs or dark patches and let it go tacky then 2 decent coats and a final, 20% thinned full-bore last coat. i got a moth stuck in the first coat and a flake of paint off the masking but both were recoverable. otherwise it went perfectly. it has a tiny peel to it but it might flatten out after the fact, the heaters and lights are still on in the shed.
  34. 39 points
    Well, I've had this thing for a bit over a year now. It's a 1951 Ford Country Squire. It came on TM, being sold by the importer. Apparently it had been parked in a field in Pennsylvania for some time. It got no bids on TM but was offered for a fairly cheap fixed price. After chatting to the seller and getting some bad advice on here I bought it. AT that point it was in Blenheim. The seller shifted to a some sort of skid at Strait Shipping, then I had it collected from there and delivered. It's in pretty sad shape. The old wood is missing, it is rusty, and god knows when the flathead last ran. Rust flagged at the border unsurprisingly.
  35. 39 points
    25 years later and yeah nah looks the same. Plus side is the tires have stayed inflated the whole time
  36. 39 points
    and all finished. im super stoked with how it all came out. the shape is really good and the passengers side wont need any bog i reckon, just some high build and it should come right. the drivers side needs a tiny bit of filler where a piece of the origional car is really badly fucked from previous welding. apart from that shes ready for paint. 2020-01-06_01-15-03 by sheepers, on Flickr 2020-01-06_01-15-12 by sheepers, on Flickr 2020-01-06_02-52-14 by sheepers, on Flickr 2020-01-06_02-52-22 by sheepers, on Flickr
  37. 38 points
    Havent been on here for a while but in the mean time have picked up a 52 Chev pick up that the plan is to have going for Beach Hop 2020. Running the OG 216ci straight 6 and 4 speed on the floor. Solid original truck with only a couple of bits of minor rust, A heap of newish chrome was on it, interior has been redone at some point and truck was more or less running and driveable. Stage 1 plan for it is: - Rust & Bang a few dents out - New timber deck -Artileries & Big whitewalls with new hub caps & beauty rings -Fulton Visor -6V to 12V Conversion -Heap of minor badges, mirrors etc -Slam -Vin -Roll 2020 Beach Hop Pics of when i first got it.
  38. 38 points
    finished the zorst and put it all back together. still got a couple of little things to do. im going to redo the battery terminal wiring and make a new battery bracket. also going to upgrade the coil. 2020-05-17_03-30-48 by sheepers, on Flickr 2020-05-17_03-30-56 by sheepers, on Flickr 2020-05-17_03-31-05 by sheepers, on Flickr
  39. 38 points
    Turns out all the links have shit themselves for some reason, nevermind. Anyway, all this bullshit has me pretty up and down and generally a bit upset in between the occasional moment of optimism. I haven't seen the car since a week or so before lock down, and even though I might not have done anything on it anyway under normal circumstances I thought I'd go through my phone a bit and see what I had, just as means of trying to cheer myself up. I haven't updated much here, but this is the engine bay, it has the loom in it in this photo with much thanks to Stu, Nick the Spraky and Sheeper. 20200307_203640 by Richard Opie, on Flickr I'm a bit hopeful I might be able to spark it up not long after we're allowed out again, it'd make me pretty happy to do so. KP61 Phone-11 by Richard Opie, on Flickr The brakes also work on it, the handbrake works, the body loom works (headlights etc), Lewis has the new front seats to trim and soon I'll ship the back one down. It has some cert compliant wheels and tyres on it now, and Clint even came and gave it a wee pre-check over just to ensure I haven't made any totally glaring oversights. So overall, notbad.
  40. 38 points
    i was worried about the added load to the other bolt once i took this bolt out. 2020-05-03_04-47-41 by sheepers, on Flickr so i did some analysis on the loading. its pretty interesting what results came out from my experiments. ill save you the details but you can bet that things weren't good with that one bolt removed. in fact, according to my calculations the structural loading on the rest of the frontal impact zone, even at moderate speeds, went way past the design loading that the other bolt was capable of withstanding. as you can clearly see from the graphed results, things were bad. stupid graph by sheepers, on Flickr so, what to do? ive been in this situation before, some of you may recall my dilemma with the lower suspension arms that failed due to over stressing one mounting point. you can see the stress point in this xray of the lower member. tooth failure by sheepers, on Flickr there was nothing else i could do. i had to remove the other bolt. and another bolt. and the other bolts. 2020-05-03_04-48-20 by sheepers, on Flickr seeing as how the bolts were no longer stressed and everything was at equilibrium i knew i could rest easy. then i had a thought, since all these parts are now lying on the floor maybe i could tidy them up a bit? so i proceeded to move the mess from the inner guards to the bench. 2020-05-03_04-48-20 by sheepers, on Flickr 2020-05-03_04-48-02 by sheepers, on Flickr 2020-05-03_04-48-09 by sheepers, on Flickr unfortunately removing the mess from the inner guards left them without any rust protection over the bare steel. ill need to figure out some way of protecting the bare steel...............................
  41. 38 points
    Im gonna go for an early retirement on this one. Strapped some wheels to the back. smashed the throttle some more in the air. helped a little, still nose diving. tried in rwd, surprisingly not much different. pretty close to being out of suspension travel. super unkeen to fix bent truck. Not saying no more jumps, just don't wanna push it any further In saying that i think its done pretty, well for something that wasn't built to do jumps. Now i have a big fuckoff jump in my back yard. what to do with it.. Did I try going faster. yep.. Hit it at about 55kph. about 20m length. or 65 foot because seems to be the universal jump measurement, sound impressive. got pretty high too . . . . . . . . . . . . . . . . . . could prob jump the GC?
  42. 37 points
    Just before Xmas came across this 808 Coupe on trademe/insta for sale. Have always wanted a RX3/808 Coupe and timing and things kinda fell into place. Basic details are 808 Coupe: -12A Steel nose cone -13b bridgeport, 48mm IDA -S4/5 RX7 5 Speed box -S3 LSD rear end -Coilover front -Tidy black interior -Savanna Tail lights -Bolt on flares -15 x 10 with a 195/40/15 (stretched to tomorrow) and 15 x 11 with a 205/40/15 (Also stretched to tomorrow) BBS RS wheels. Got good bones and the right bits and pieces on it just needs a bit of love, has a few things to sort out and work through to get her sorted. Wasnt running when i picked it up which was a bit of a gamble. Pics of when i picked it up and bought it home, late night mission got home at 1am on a school night zzzzzzzz. Have done a fair bit already will post more updates during the week. Discussion fred below
  43. 37 points
    Also, here's the front end all back together with the new grill
  44. 37 points
    After the prep there was some PAINT!!!! I took heaps more photos putting the windows and badges plus interior, headlights, bumpers (were a bastard to line up again) and all the other stuff back on but a bunch have corrupted so that's lame. So damn shiny!
  45. 37 points
    Intercooler pipes mostly done. Need to sort a bov and tidy/paint them Also sorted a water pump pulley and crank pulley combo- these I had bought ages ago as a box of parts off a marine engine which never fitted anything so had to modify a few things, now I can mount the alternator on the front of the lh head which is opposite to how they usually are
  46. 36 points
    It's off the rotisserie for now! Needed to sort out the driveshaft which require the engine and gearbox to go back in. Got the axles sent away to be shortened and resplined by 105mm a side. That meant I should make an attempt at swapping the Altezza LSD and the 4.1 CWP into the diff head. No pics because I didn't really know what I was doing. But for those that are interested I ended up using the LSD side bearings and swapped the Estima pinion bearings onto the 4.1 pinion. The Altezza pinion bearings where thicker which made the pinion gear hit the diff case. I couldn't get the wear pattern right because I didn't have any shims other than the two that were already on the pinions. Got it close enough for the time being, will buy some shims or give it to someone else to finish off. Decided to run Coil-on-plugs instead of the dizzy relocation kit, mostly just to keep the engine bay looking simple and clean. Got a set of 1NZ coils, I'm thinking of casting up an adapter plate for them. Got the SQ engineering down-pull throttle linkage installed and got the accelerator cable shortened to suit. Made a vacuum block off plate, since I hope none of that stuff is needed anymore. Also at some stage I filled all the unneeded holes in the front radiator panel. Modded the accelerator pedal so it sits a bit closer to the other pedals, as before it was way off to the right. Two-piece driveshaft all mounted now too! Think I got the angles sorted after spending far too long trying to work it all out. It's an Altezza driveshaft with the front half shortened (yes I know the front section u-joint phasing is 90° out). In this photo you can also notice the sills have been strengthened (somehow missed that update somewhere). Used some 3mm angle and welded it the full length and ground back, so it's now really straight! Then boxed it back up to the floor, to try and stop dirt and moisture getting stuck in behind. Makes lifting the car along there way nicer! This is the centre bearing support mount, much thought was also put into this! Hopefully it's fine being welded to the seatbelt mounts haha. Still needs some doubler plates welded on to the other side of the tunnel.
  47. 36 points
    my mate Adam who is a link tuning wizard gave me a hand to get the e throttle sorted and get it idling and running ok. its getting hot fast which is concerning. the radiator is 11 years old so maybe needs a clean/re-core. ill keep fucking around with it. but anyway today i drove it. it goes mint and makes the whurry noises. tune is rough as fuck at the mo but its good enough to do a couple of Ks and see how it behaves, if i can keep it cool. 2020-02-14_07-18-56 by sheepers, on Flickr 2020-02-14_07-19-05 by sheepers, on Flickr 2020-02-14_07-19-12 by sheepers, on Flickr
  48. 36 points
    With the brake rotors slowly making their way to me from across the planet, I wanted to get the TVR in for a Warrant Of Fitness inspection to see if there was anything else I needed to order. Its been a little nerve-wracking, knowing that this would be the longest trip the car has taken in about 3-4 years, and it's still only a 40km round trip. Nothing for the other two cars, but for the TVR, it seemed like half the country away. To prepare for it I took the TVR for a backroad shakedown the other day; just a short 15km trip, but further than down the road and back I've done previously. The car ran and drove well, but did show up a couple of weak points. The rear shocks are feeling a bit tired and bouncy, and as I already knew, the brakes shudder badly. Today was the day though, the first time I've had the car on the motorway at open road speeds, and for a longer distance. The car did well, felt comfortable enough on the open road, but the higher speeds did show up an annoying shake at about 80kph, which I suspect could be the old tyres on the car, similar to when I got Tess (which had also been sitting for years). Otherwise everything was fine. The steering was nice and direct, the temps were good and steady, and the gearbox shifts well. She sure turns heads though; can't imagine why. I made it in one piece, with the top down even, despite some light drizzle on the way in. After waiting oh so patiently, the car was finally on the hoist and it was inspection time. The inspection required two inspectors, since the TVR was so far out of their normal parameters (both are old enough to remember working on the donors like the XJS and Capri/Cortina but haven't touched anything like it in years), but after a while, I had my answer. It was a fail. Not completely unexpected, but unfortunately one thing I hadn't counted on was the front lower ball joints having excessive play in them. It's not the end of the world, they're MK4 Cortina parts, so I have a pair on the way already. There were a couple of other advisories, such as the brakes shuddering, and the front tires starting to show signs of perishing, but overall I think its a pretty damn good list considering the car was last on the road 2015/2016. I've had worse on cars that have been already been on the road recently. The rear rotors arrived today, and the fronts are en route from the UK currently. I'm looking into options for some new shocks to help with the bounce in the rear, and some new tyres will have to be on the list now too. It seemingly never ends, but once its done it should be a good solid car. So yes, Merry Christmas to everyone, and I hope you all have a good break. Get out there and either work on, and/or drive your cars, and I'll be back in the new year.
  49. 36 points
  50. 36 points
    Always been a fan of Burt and his achievements, had to build a tribute to him, not the same model nor is she a streamliner. Drew up the plans on paper then cut bits of old bikes to get the parts for the frame. Live pretty isolated so only got an arch welder. Few twists with this one she has an electric pedal assist kit. Gave her the "barn find" paint job. Engine parts, bits of plywood, plumbing pipe, brake lines, an old torch and other junk. She can be a board tracker as well as a street machine.
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