Untitled Document
  • 6th April 2013 – Oil temp, coolant temp & Oil Pressure capillary pipes

    Next job we decided to do was to connect up the oil temperature, coolant temperature and oil pressure gauges. This involved feeding the capillary pipes from the back of the gauges through the front bulk head into the engine bay. We started by laying the dash face down across the transmission tunnel in the cabin just in front of where it will be fitted. We had to cut 3 holes through the bulk head either side of the heater unit big enough to suit the grommets provided with the gauges. We decided to put the oil temp and coolant temp on the drivers side and oil pressure through the passenger side. This way we could run the pipes down either side of the inlet manifold and p-clip above the rocker covers. The grommets supplied stretched to allow the bulbs to pass through and then neatly sit around the thinner capillary pipes afterwards.

    We then ran the oil temp and coolant temp pipes along the top of the rocker covers on the offside and the oil pressure pipe along the rocker cover on the near side and neatly secured them in place using P clips.

    There is an outlet on the front of the engine for the oil pressure switch and the oil pump. The oil temperature then connects to the sump and coolant temp to the top of the inlet manifold. We ran PTFE tape around the thread of the coolant temperature connector when fitting.

  • 15th September 2012 – Reconditioning and fitting the steering column

    We are using the standard MGB steering column and steering rack. The rack we fitted on the rolling chassis way back so now it was time to get the steering column in.

    First thing we had to do was recondition the column. This was a case of striping it down and giving it a good clean with a wire brush to get any rust off then respraying the outer tube black. We then reassembled and replaced all the inner bushes. The original horn mechanism from the MGB isn’t required and should be removed as the horn on the Hawk lives on the indicator stork.

    Once reassembled we were ready get it all in and connected to the rack. The upper section of the column sits inside the driver footwell. The upper part bolts to the chassis behind the dash with the other end poking out above the pedal box into the engine bay. This then connects via 2 UJs and the second section onto the rack. At this stage we decided to provisionally fit the dash to get the correct position and sufficient length for the cobra boss and indicator mechanism to fit. Hawk supply the boss with a second aluminium piece that fits over the top end of the outer tube and this in turn connects it nicely to the indicator and boss. Once this was ok with tightened it all up.

    Connecting up the UJs was a bit of a fiddle to get the optimum angle for the column within the engine bay. We found we had to shorten the second section just a small amount to get it to fit the way we wanted it to.

    At this stage we have fitted our lovely cobra steering wheel which we got from Gerry a while ago. Unfortunately we will have to change this to an IVA compliant steering wheel before the test.

  • 6th May 2012 – Throttle linkage (final modifications)

    As we had decided to adapt the lower bracket for the throttle linkage mechanism back on 20th April (link to post), Mark had polished the bracket up so it was ready to fit a final time. It had occurred to us that it might be best to do a few other modifications at this point, just to increase the overall strength of the linkage system.

    Firstly Mark decided to weld 2 extra flanges to the throttle pedal housing while also using a square plate underneath to sandwich the fibre glass. This will divert the pressure away from the heads of the bolts to help stop creaking or worse the bolts ripping through the fibre glass.

    The second addition was to strengthen the position of the rose joint on the top of the footwell. Originally we had just drilled and secured this through the top of the footwell. Again we thought there was still potential for a small amount of movement due to the flex of the fibreglass. To help stop this flexing and any potential of the bolt ripping out, we made 2 rectangular plates to fix above and below (inside the footwell), again to sandwich the fibreglass and spreading the load and making it all more rigid. This in turn will give a more responsive pedal as there will be less flex and movement in the top of the pedal box.

    Firstly we cut the pieces and mounted for the position, then spent some time polishing up before doing the final fit. At this stage we had 2 polishing wheels on the go in the shed so while we were at it we also decided to polish up the throttle housing as well. Even through this sits under the wing, its nice to get everything nice and shiny.

  • 21th April 2012 – Polishing bits up

    Mark had bought a new polishing set from the internet and decided to put it to work by polishing up the newly wielded throttle linkage bracket and header tank. They look amazing and now ready to fit. Hopefully we’ll get another weekend soon to get the build moving forward again. Watch this space.

  • 20th April 2012 – Throttle Linkage adapting bracket

    Once we had done the final fit of the throttle linkage, we looked at it once again and thought to ourselves that there might be a problem with the lower bracket once the engine was running . As its only fixed to the inlet manifold at one end, we thought this may allow it to flex (a bit like a diving board) and over time may cause it to snap. So Mark set about once again to make a few improvements. His solution was simply to make a new piece of bracket that could be wielded onto the existing bracket, allowing the other end to be bolted to the the back of the engine head, making the whole unit even more solid.

  • 31st March 2012 – Throttle linkage final fit

    We both arrange to get another day together to get on with the build. The last weekend we both had free was end of February where we had respraying the footwells. We were keen to get cracking again. The first job of the day was to refit all the bits we striped off in order to do the painting. This included putting back the pedal box, battery shelf and brake reservoir bracket and reconnect the throttle linkage.
    Mark had spent a few more hours over previous weeks polishing up the rods and blades getting them extra shiny in preparation for the final fit. We decided as a little extra that we would make some extra plastic washers for the rose joints to try to prevent any potential rattles between the joint and the bracket.

    Once altogether and everything fully tightened up, we then spent over an hour tinkering to getting the leverage of the pedal between idle and full throttle absolutely perfect. I’m glad to say we finally got there. Considering Mark designed our mechanism (based on photos of Andy Gordan’s Car) we are really happy and think it look great.

  • 26th February 2012 – Footwells respray

    We decided we’d like to repaint the white on the footwells as while we were fitting the throttle linkage and accelerator pedal we had managed to scratch it in a few places. So we striped everything down including battery tray, reservoir bracket, throttle linkage, accelerator pedal housing and pedal box, before masking the whole area and respraying. We will then reassemble it all over again.

  • 25th February 2012 – Fitting the radiator

    The final job for today was to fit the radiator into the front on the engine bay. This proved to be a fiddly job due to its position and we jacked up the front end to get better access. We got the radiator kit from Gerry, which has a large capacity and made from copper which should give better cooling quality. It came with 2 angled brackets to bolt into either side of the body.

    Firstly we posted the radiator in from underneath to work out the position for the brackets. Its a very snug fit which is good but meant we had to carefully manoeuvre the radiator in and out a few times while drilling and fitting, careful not to damage the fins in the process. We haven’t got the fans yet but we’ll measure up for them soon and get them fitted.

  • 25th February 2012 – Throttle linkage first fit

    We decided at this point to get the throttle linkage mechanism finished and fully fitted. We did the first fit back on 28th January, but now we have all the necessary bits to finish off.
    This involved connecting the springs to the throttle lever on the carb and Mark’s newly made bracket as well as make all the connections tight and fully lined up. We carefully worked out the leverage of the throttle going from idle to full to make sure there was always some tension in the springs at all times. We then marked up the position for the spring holes before drilling and connecting them up.

    Next we added smaller springs either side of the connections on the transverse rod. This is to keep everything inline as well as to allow some movement when the engine is running. We secured these all in place with collars either side.

    When we originally fitted the throttle linkage on the 28th Jan we made a temporary bracket to secure the transverse rod connection to the inlet manifold. The intension was to design and make a better solution and since then that is what we have done. We marked up 2 pieces of the stainless steel for the new bracket and asked our uncle Dave if he could wield it together for us along with a threaded boss on the top that the rose joint screws directly into.
    To finish the 2 brackets off we rounded off the corners then shortened where necessary before polishing them both up.

  • 25th February 2012 – Fitting battery tray & reservoir bracket

    The next 2 little jobs were to fit the battery tray to the nearside and the reservoir bracket on the offside of the engine bay. Gerry had made up the battery tray and it arrived last week. These were quick and easy to fit, marking up the 4 bolt holes either side, drill through using a 90 degree chuck and secure with nuts and bolts provided. We will fit the battery and connect up the master cylinder later.