Sunday, 27 September 2009

Front Wing

Before working on the inner wheel arch, I need to trial fit the front wing, so I can align the wheel arch flanges. I had noticed that the top flange where the wing fits was very thin - probably because the old wing had been brazed on, which had allowed more than normal corrosion on the top flange (it wouldn't have been as tight a fit as is normal when spot welds are used), so I replaced the top of the flange with new metal.

The rest of the day has been spent adjusting the wing fit, its still not quite spot on, as its about 2 mm higher at the rear of the headlamp closing panel now - perfect at the front, but not quite right at the back.

It will do for now, as I can make more adjustments as I fit and remove the wing while working on the inner wheel arch.

So here's the new wing trial fitted.

Not much obvious progress for an entire day, but this has to fit well, as any errors will be very obvious when the car is painted. The rear fit on the sill, windscreen panel and door area are good.

I can now repair the inner wheel arch

Saturday, 26 September 2009

The other side.

Because of the slight differences in the length of the new rear wing compared to the old, I have decided to leave the rear of the estate until the other side is done, to see if the other new rear wing has a similar increase in length. if so I can adjust the tailgate to suit.

So we turned the car round today - its quite light at the front without an engine.

Removed the driver's side front wing. This was a replacement brazed on (an MOT fail if spotted now, I believe). The inner wheel arch is in better condition than the other side, but the top of the scuttle area is much worse.

I also found this horrible bodge, an access plate, secured with self tappers in the inner wheel arch, to gain access to the car radio aerial.

Started with a repair to the front of this box section.

Then cut out the rear as before, the corrosion extended much further back than the other side, past the top wing mounting flange.

Repaired as before, the top of the box section.

Then added the rain channel support

Then the top closing section of the plenum, and formed the water gutter at the same time.

There is a small amount of distortion where the replacement panel joins which will require some lead loading later on. I have still to fabricate and locate the top wing mounting flange, but I will do that when I fit the wing to make sure it is the correct height.

Inner wheel arch next.

Friday, 25 September 2009

With thanks to Adrian from FFD

I was recently contacted by a gentleman who used to work at FFD.

He kindly sent me a copy of the car's build record there

Interesting when compared to the build date on the Heritage certificate of 21st August 1972, but at least I now have the original UK Registration number (YKV201L) to reapply for, which I have checked has still not been allocated by the DVLA. I will also be able to search their records for any other previous history.

The date of build is only a few days later than Mr Pearsons V8 engined car - which I recall was built about 17th August 1972, however his car has an early number Stag engine (in the 900s) but mine has an engined numbered LF20618.

I was also sent the records for the 2 other Triumphs modified by FFD at this time

It is believed that the Saloon has been scrapped and the estate is known to reside in a collection in a Swiss town - these were both 6 cylinder engined cars.

He is hoping to come and look at the car this month, with 2 other ex employees of FFD who he believes worked on this car.

I shall have a great number of questions to ask!

In an email to me he recounted some of this history, so in his own words here it is:-

I’m not sure how much I can tell you but, at the risk of putting you to sleep, here’s a little of what I know. FFD were pioneers of 4WD road cars. Funded originally by Harry Ferguson and continued by Tony Rolt, they tried to bring the ideas of 4WD, Anti-Skid brakes and a few other ideas to the motor industry’s attention. Origins go back to pre-WW2 Rolt/Dixon cars and in 1971, FFD sold the patent rights to a thing called a Viscous Coupling to GKN. As part of that deal, a variety of cars of the day were converted to 4WD, using a VC as the controller of the centre differential, as demonstrators of the technology, funded by GKN. Your car is one of these. Two Stags and a couple of 2.5 Estates, privately funded by friends of FFD owner Tony Rolt, completed the Triumphs. The GKN cars later passed into private hands also, it appears largely as novelties for GKN bosses! FFD boomed when Audi produced the Quattro and the whole motoring world beat a path to our door for consultancy and prototype designs/converted cars.

Thank you again for this information.

Next back to the welding!

Sunday, 6 September 2009

Parts Progress

Although I have been away working, I have managed some estate related progress.

Finally found a nice set of Black velour front seats - needs a diaphram for the drivers seat, so this will probably need replacing with seat webbing, and they need seat runners.

Got these New Old Stock triumph parts:-

Rear Tailgate seal,

Door seal

1/4 light seal,

rear door handles,

and front horse shoe

and these:-

interior light,

speedo cable,

rear mudflaps,

rear estate window seal,

wiper motor

centre air vent

rear boot trim
and finally these:-

front door handles,

column wiper switch

speaker grill

heater cable

and some konis for the front

thats all for today.

Where am I?