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mk2marty

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Everything posted by mk2marty

  1. Oh hey, this thread has photos again! Unfortunately, this post doesn't bear a whole lot of good news. The venerable Escort has been doing daily duties for a year, the new engine is sweet, and goes as well as can be expected from a 1300 Kent. But... Sadly, it failed it's WOF last month on rust in the L/H A and C pillars. So after being inspired by @Hurmeez efforts in rust repair on his Mk2 i figured it was time to start digging at the rust. Over the long weekend, I watched more and more of my Escort disappear into dusty piles on the floor... It started off so nice. After removing layers of bathroom sealant from behind the dash, I found a small hole in the inner guard, by the firewall seam. Figuring this was the rust the WOF man was talking about, I decided it would be fairly easy to patch with the front guard removed. After drilling out the spot welds along the upper guard seam and watching most of the headlight surrounds disappear into thin air, I found the centimetres of bog in the front valance, and after the guard came off, the dodgy looking bits at the top and bottom of the A pillar. At this point there was no going back, so out came the poky screwdriver (with results illustrated below): This is the bottom of the passenger's A pillar. The driver's side isn't as bad, it only has a hole in the pillar, the sill on that side looks intact (at the moment, anyway) After finding the fist-sized hole in the floor, I threw caution into the winds and attacked any other dodgy-looking bit of the car I could find. This is the rear wheel arch, which looks like it's had a repair in the past and has continued rusting. There are a couple of small holes in the driver's A pillar section, and the guard seam is pretty sad. The heater bubble has yet to come off, but there is serious work there too judging by the holes around the base of it... This was Dad's contribution: leaving Psychedelic Furs lyrics on my car while my back was turned... So yeah. I've never tackled any kind of rust or metal forming on this level before, so any tips and advice are greatly appreciated! Discuss/offer advice/sharns/tell me it's fucked here:
  2. Sweet! Assembly is the easy bit haha, keen to see it once it's all done though! Haven't really got much planned for the Cortina, a while ago I converted it to a Mk4 clutch pedal setup because the self-adjusting bit broke, but that's about it haha. Might still do a thread update...
  3. Cheers man! How's yours going? Are you still going to run slide throttles?
  4. Oh right, so you wanted the rest of the story too? Sorry, here goes.. Repower, pt.3 So I took a Friday off work, parked the car in the garage and started stripping stuff out of the engine bay. A surprisingly short amount of time later, all the mechanical bits started falling out. Oily, broken 1100 begone! Sorry, I didn't get any air guitar shots, it was too hard to take selfies while lifting the motor out... And it's in! After fitting the ancillaries, filling it with fluids, fitting the manifolds, timing it and winding it over to get oil pressure, the moment of truth arrived. It fired up and ran sweetly, so I had to take it for a cheeky test run sans bonnet. Excite! The valve clearances had closed up a bit, but after adjusting them and checking the head bolt torques, it's been fine. I also replaced the starter solenoid, because one of the terminals broke off. And the Hitachi carb works alright too, I might still play with jet sizes if I can find some others to experiment with. The difference between the engines is night and day though, like it actually goes up hills now. The transmission is smooth, and all the fluids seem to be staying in their respective places, so i'll call it a win. Since then, it's continued to provide effective, reliable daily transport. I gave it a polish and it came up pretty nicely, considering it's actually six different shades of orange And I took it camping at Whatipu over the New Years period. Had to stop on the way home for an obligatory gravel road shot: discuss/tell me to put a rota in it: //oldschool.co.nz/index.php?/topic/48306-mk2martys-1976-escort-moredoor-discussion/
  5. I thought they did too, but they don't. I tried getting needle rollers off them, and they could only supply 25 of the 42 needle rollers required. And it took a few months of emails to establish this. Don't get me wrong though, it was good that they gave me some because I had enough decent ones left to make up the shortfall. Might order some more stuff from there in the near future though, while the Pound is weak. They did send me a catalogue the other day...
  6. Cheers man, that'd be awesome! I thought i'd pretty much canvassed the internet looking for them, but maybe not haha. Will definitely get some in case the 'box needs to come out again in the future, I just used the 'turn the layshaft upside down, so the worn bit isn't under load' method. It'll make me feel better knowing there's new stuff in there. That's a better idea than the one I used tbh. The way i did it was to pack the rollers into the gear cluster with lots of grease and lower it into the box with a bit of rope, then slot the shaft in. It took a bit of swearing to make it work haha. Cheers for the offer though, I might just cut down the worn layshaft that was left over from the rebuild, it probably isn't good for much else
  7. Keen for shed touring. I don't have a shed to show off though, my cars are still marooned on the 'rents driveway. Sadface.
  8. Upon dismantling the gearbox, a few things became obvious. Mostly, that the rear bearing was stuffed, and the cause of most of the noises. However, the countershaft and associated needle rollers seemed to have had a pretty hard time too, and the shaft and several rollers had worn through their hardening and were seriously pitted. So the hunt was on for bits, but there didn't seem to be anyone locally who could supply needle rollers. Ford, in their infinite wisdom made them a 2.75mm diameter, when the standard (and readily available) sizes are 2.5 and 3mm. Burton Power had some listed, but after an eternity of waiting it seemed even they couldn't supply a full set. So after a lot of scrounging I found enough to make up a complete set, and found another (better) countershaft (cheers to Dad again!). Burtons also sent front and rear bearings and a seal kit. And after that, the kerosene bath came out again, and removed forty years worth of oily buildup from the gear assemblies and housing.. All the synchros looked OK, as did the gear teeth, so after pressing the bearings on and fitting the seals I put it back together. All that was left was to mate them together and put them in the car...
  9. Oh yeah, so this happened. In truth it happened back in August, but we'll overlook that. A broken Telstar and other stuff got in the way, so the promised rebuild kept getting put off. But eventually it happened, so sit down and i'll tell y'all a tale In the last update there was a melted Kent that looked like not a lot more than some gunk-encrusted, blue-painted scrap. I didn't have high hopes for it initially, but upon further investigation, some not-so-bad bits started to appear. Once I pressure washed all the oily crap out of it, it was actually beginning to look useable. The thing that saved it, though, was when Dad found a set of NOS pistons in a box in the basement, that he'd had since the '70s. He says he'll never own another 1300, so they were mine. Cheers Dad! The bores, surprisingly, were standard size, so i guess it was made to be. Otherwise, aside from the lipped bits at the top of No.3, the rest of the engine was serviceable, I made sure the bearing clearances were within spec and inspected everything visually and it all looked OK. Sure, if I wanted to do it properly I would have rebored it, ground the crank and thrown some bearings at it, but that can wait until I do the original and matching-numbers block (which in all truth will probably end up with a 1300 crank and rods anyway. Who can tell from the outside?). So with a bit of a hone and some new rings and gaskets, I put the engine back together. Thankfully all the melted alloy came off pretty easily, unfortunately the lack of a flexi-hone meant that the straight hone I used makes the lipped bores seem worse than they actually are. Oh well. While i was there, I fitted a new water pump, timing chain kit and associated ancillaries too. There was a slight hiccup with the new timing chain and sprocket, it turns out that some bright spark at the factory put the timing mark about ninety degrees out. However, after a little thought, it's pretty easy to tell where it should be in relation to the dowel. So after some comparison with the old sprocket I made a new mark, and all was well. I cleaned the head up, checked the mating face with a straight edge, and cleaned and lapped the valves in. And after many, many kerosene baths to get all the encrusted grime off, I put the valve gear on. As an aside, thanks to a donated manifold from Dad i've decided to run a Hitachi 2-barrel carb (found as standard equipment on a myriad of '80s Japanese classics), removed from a Mk1 facelift Laser 1500. It has a manual choke and a vacuum secondary, and is mounted on a modified Kent manifold. Two venturis must be better than one, right? I torqued the head and set the valve clearances, attached the inlet manifold and hoped like hell that it would run without any nasty noises. If it was going in anything more than just my daily transport i'd have thrown more time and parts at it, but as it is it should last for a while. Up next, the gearbox...
  10. Now that botophucket works again, i can show off the record cabinet i built over Christmas. The slowly collapsing cube boxes perched on the speaker just weren't going to cut it, and it was a good excuse to categorise some records properly. So I donned my best Al Borland flannel, and $50 worth of MDF and a few hours resulted in this: Much better.
  11. Mate! It's good to know there are other Telstar people out there, mine must have spent some time at Pacific Motor Group too, their plate surrounds are still on it haha. Mine is no. 9/100, according to the ID plate. Interesting point with the optional extras though, both my one and TheAudioDude's pair have dual tipped exhausts,16" Astrons and standard air filters (which if you remove the piece of intake that runs across the top of the radiator makes marvelous induction noise...) Yours might have been a special order..? There's another guy on the North Shore who has a later production Radisich, and there's still a few others floating around Auckland. Telstars just aren't worth anything at the moment, so the more interest there is in them, the more get saved (i reckon). A Mazda KL Appreciation Society does seem like a good idea too, if we can get enough interest. Mazda-powered Vivas would be most welcome! Also, i was going to put this in the Spotted thread, but here will do: Series 2 on Dominion Rd the other night. Would polish up pretty nice, i think. Adding pictures is easy btw, just follow the guide: //oldschool.co.nz/index.php?/topic/34643-how-to-add-pictures-to-the-forum/ And as for the Telstar as a tow car idea, do it! There's photographic evidence in a previous post that they can tow at least their own bodyweight haha
  12. I run an 82 degree thermostat in my Kent, only 'cos the radiator is a bit sad and it spends a bit of time in traffic. It doesn't seem to mind though
  13. Had this three years now. Scary. Still going fine, had a few small niggles, found it leaks water into the back in heavy rain (which we've had lots of lately). Looks like it's coming in past the left rear window rubber, which probably means there's a rust hole under the rubber. Yay. It's another excuse to only use it on dry days... It was leaking fuel for a bit too, which wasn't fun. There must have been a small hole in the fuel line that goes across the front crossmember, because it was making small puddles every time I parked it. Swapped the fuel line with a different one, and it doesn't do it anymore. So yay again. In other news, I ransacked the Mk4 wagon at Zebra, so i've got a full set of glass, a spare set of tailgate hinges/torsion bars, and some other small trim bits that only wagons had. It had the piece of grill that goes below the front bumper, which i've wanted for aaaages, so that made me quite happy. Trying to make it look like it's in 1986, not 2016. And more of it being photogenic /discuss here etc //oldschool.co.nz/index.php?/topic/41622-mk2martys-83-cortina-estate/
  14. A mate sent me this yesterday Hope the guy towing was wearing his brave pants
  15. Cheers! It's the biggest job i've had to do to one of my cars yet, but at least it's a learning experience. Sorta helps that my Dad was at Ford when these were new, he's a great fount of information haha
  16. That's awesome. Would they still allow you to run magnesium suspension bits though? Also, i'd forgotten about updating this thread. I took a punt on that being the only piece of rubber in the engine, I ran many, many sumpfulls of oil through the galleries and strained it all as it went back into the sump. Nothing else came out, so took a gamble and decided to put it back together. While it was apart I chucked it some valve stem seals, camshaft friction gear/Belville washers, head/rocker cover/other associated gaskets, cambelt, tensioner and idler, auxiliary belts, a clutch master cylinder (because it looked like it was weeping and it's a lot easier without the intake manifold in the way), new oil control plugs, and some oil cooler heat exchanger hoses - they go soft after 20 years soaking in oil from the leaking rocker cover gaskets/oil pressure sender and then spray coolant everywhere. Most people don't realise or stop the car, all the coolant disappears, it overheats and then it's off to Zebra... Impressed with the hone marks still visible in the bores, and the general cleanliness of the insides of the engine. Thankfully this one looks like it's had semi-regular maintenance... Gave it some fresh fluids too, and installed the original springs in the rear. Lots of shiny new bits to go in Big spanner to get the camshaft washer nuts undone (feat. assorted Escort gearbox bits, which is another thread update completely) New oil control plugs (and yes I cleaned the carbon off the tops of the pistons before putting the heads on) Head on, cams in Belt on Intake manifold on. It's been doing daily duties for a few weeks, it's quite nice to have something with some pep to drive every day (rather than an 1100 Escort). Haven't got any decent photos with the proper springs in the back, so that'll be the next update. Made a big difference to the handling though
  17. Swoon. That side pipe would sound awesome i reckon There's this too, which is actually pretty tidy: http://www.trademe.co.nz/motors/used-cars/ford/auction-1124731653.htm Also, there has been some progress of late. Did the CV boots, rear springs, assorted fluids and clutch master cylinder. Hopefully that's all the future-proofing the car requires Had to evict a Basil from the top of the engine block. ('Would you like a biscuit with your rat?' etc) And removed the oil restrictors. This was the rear one, with a large chunk of rubber wedged in it. We assume (or hope) that it's a bit of anti-drain back valve from an oil filter, because that's basically the only bit of rubber between the oil pump and restrictors. The worrying question, though, is whether there is any more of it floating around in the oilways... Cranked it over on the starter motor a few times and flushed several sump-fulls of oil through the galleries, there were no more bits of rubber, but does that prove it's all gone? The two options are: -Flush it some more, put it all back together and hope -Pull the bottom end down, perhaps for no reason...
  18. Ran into Paul and Frank Radisich at the Speedshow today Paul signed the glovebox lid, which was cool. Had a bit of a yarn with them about Telstars, they reckon there were around 2000 cars made in three separate runs (which would explain the number of cars still turning up on TradeMe). Paul was backwards and forwards between here and his touring car commitments in the UK, choosing colours, trim, suspension options etc. They also have three Telstars, one of which is still only on dealership kms... And in other news, i'm still waiting for parts to arrive. So while the engine bay is comparatively empty, I can do some future-proofing and general maintenance stuff. Like the clutch master cylinder (which is leaking), CV boots (which have split), rear springs (to cure the Mexi-stance), brake fluid, polish, vacuum etc.
  19. It's history (as far as I can tell) is all Far North, which would explain all the stone chips on the front, anyway.. First registered in Kaitaia according to the rego papers that came in the mail, and the service book has stamps from various places around Whangarei. It's got Pacific Motor Group plate surrounds too. Although there's nothing to say it didn't spend some time in Wellington, there's about 10 years and 100000km between when the service history ends and how it is currently.. And it's funny you mention Amon Coronas. There was a time when I could have had a race with this one, but i'm pretty sure it no longer exists...
  20. Cheers! And not too sure on colours, some say that the majority of the first series came out in that purple/blue pearl, although red and white were available, and apparently Paul was given a burgundy-coloured one to use. I think by the second series they loosened the colour palette a little, mine just seems to be the standard dark blue that all Telstars were available in. Have seen a few green ones around as well. Cams and headers are sounding quite tempting tbh, maybe once the wallet has recovered from the myriad of gaskets/seals/head recon/etc needed...
  21. Yup, as far as i know they were the Peter Witehira designed never-go-flat batteries, which seemed to always go flat. http://www.nzherald.co.nz/technology/news/article.cfm?c_id=5&objectid=117699 Turbo sounds dangerous haha. Headers are a good idea though, maybe these: http://www.ebay.com/itm/Mazda-MX6-Ford-Probe-2-5L-DOHC-V6-Exhaust-Headers-Downpipe-Steel-Manifolds-/331886834817?fits=Make%3AMazda%7CModel%3AMX-6&hash=item4d45ff3481:g:f08AAMXQ71xRXxiF&vxp=mtr Or maybe just delete a muffler or two... And yeah, the gear knob grub screws work themselves loose occasionally. Apparently these were getting stolen in the '90s for the Momo wheel and knob, although whether that's true or not I don't know.
  22. Yeah, I know, ewwww. Another 'this wasn't supposed to be a project' situation. A while ago I bought a cheap Telstar, because after having the odd blast in my brother's one they seemed fun. And they aren't worth much, so meh. The idea was that I could fang about in it, and maybe do the odd hillclimb, 'cos Radisich-tuned spenshuns means it's a racecar (in my head). However the one I bought only has two of it's original Bilstein struts, and the springs were replaced with generic Cobra lowering springs, which were shite. Also, it's 20 year old bushes probably aren't conducive to sporty handling. And it uses oil, 'cos the valve stem seals are poked and the rocker cover gaskets leak. It was fun for a while though. And the paint polished up alright. After doing a little research, it seems Ford did two runs of Radisich Telstars, to commemorate Paul's two WTCC titles (even though those were in a Mondeo, Telstars being the closest we had locally at the time). He did drive one occasionally in the local Production racing series though. By most accounts there were about 150 made in the 1994 run, and only 100 in the 1996 series, with the second lot having a numbered placard on the firewall (wow, special, right?). They tweaked the suspension settings, which apparently involved Paul thrashing one around Pukekohe for a day or two, and ended up with Bilstein inserts and stiffer springs. They all had 16" ROH Astrons, and some earlier cars had baffles deleted from the rear muffler, 'cos more noise means horsepower. Ford also decided (with these being a limited run) to trial fit them with Powerbeat batteries, most of which failed under warranty and had to be replaced. On the inside, they recieved a Momo steering wheel (with PR's signature in the middle) and leather gearknob/shift gaiter. Series I vehicles were specced as a GLEi, whereas Series II cars were based on the Eurosport, so they had front seats with fatter side bolsters (for all the g-forces through the sweeper at Pukekohe, or the local Foodtown). And in case you aren't sick of pointless facts about Telstars yet, here's another: all Series I cars had a steel spare wheel, whereas Series IIs had a matching 16" Astron. Yeah. Anyway, it was all going well, until one day the lifters started clattering. Really loud clattering. Uh oh, me thinks, it's lost oil pressure. . It sounded like all 12 lifters had collapsed, on the rear bank, just to make life difficult. So there was no option really but to pull the heads off to take a look. At this point I remembered why I chose to work on diesels, rather than having to deal with cramped modern engine bays all day... But after a little recreational swearing, this happened: Then this happened And then this happened At least it all looks fairly clean inside, suggesting it's been reasonably well serviced and had coolant in it for most of it's life. Can still see the hone marks in the bores, even after 260000-odd km. At this point it looks like the little oil supply/restrictor/valve seems to be at fault, will whip them out and see if the rear one is blocked. Couldn't poke anything down them, but it would sort of make sense that they are a one-way valve, so oil doesn't bleed back out of the galleries when the engine is stopped. Also, want to do something to the exhaust at some point, it's too quiet. Goals:
  23. Was pretty good, until it rained and everyone left Spot the various OS rides in this lot: https://www.facebook.com/media/set/?set=a.1011519688930798.1073741846.929870973762337&type=3 (not my photos btw)
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