Just got back from the 2000 Register National where myself, Anne and the three girls and the estate have spent the weekend.
I travelled down friday morning in the estate with Anne following later when the girls finished school.
It was an interesting trip down, I have never run the estate in such hot weather and with an outside temperature of 25 degrees it became apparent on the motorway that sustained 80mph driving wasn't possible as the oil presssure gently fell in the heat, not wanting to ruin the engine I slowed down ,crusing at 65 soon restored it. I think there are two reasons for this, firstly the reduced sump capacity - as the sump has been reduced in size to fit the front diff, it holds 1/2 a litre less oil than a standard Stag engine, secondly with the diff in front of the sump there cannot be much airflow over the sump to cool it. I need to look at fitting a water / oil intercooler as there's already a gearbox oil cooler in front of the radiator
On the trip home, with a temp of 30 degrees or more I was suffering from overheating water, as the temp gauge would soon head towards too hot in traffic jams or at 70 mph, there seemed to be a sweet spot at about 55mph, where it would sit at normal, but faster or slower than this had the gauge going to the red, even with the heater and blower on full in the cockpit - not much fun for 2 and a half hours on the M5, but preferable to head gasket failure or warped heads on the TV8
I currently have a "pusher" electric fan on the radiator, as there isn't much room for the preferred "sucker" type on the engine side.
I do need to fix this - probably a good job the car isn't going on the 10CR in its current state.
So, I am going to try and find either a thin sucker type fan that will fit, or perhaps two smaller ones that I can fit to the back of the radiator out of the way of the crank pulley.
The other issue may be the heat radiated from the tubular exhaust manifolds - its time to look at ceramic coatings or exhaust wrap I think, as when I got home everything under the bonnet (even the water filled washer bottle) was hot to the touch.
Who would have a prototype ??
Anyway it was a great weekend with some 90 or so big saloons turning up, often driven by CT regulars! Plenty of scrumpy drunk too! :)
Sunday, 14 July 2013
Tuesday, 2 July 2013
Its been a year
How time files, it was time for the second MOT on the estate, which it passed yesterday with No Advisories, and 4064 miles on the clock.
My friendly MOT tester likes it, and since he has to test the brakes with a Tapley Meter, ends up road testing it, "That pulls well" he says.
Its not stayed locked away since the RBRR - which accounted for about 2500 of those miles, we have done a few shows, Star90, local club days etc on a regular basis keeping it running and on the road at least once or twice a month.
On reflection its been quite trouble free since the start of the RBRR, which I now note with shock after the trails and tribulations of the first 500 - 600 miles.
Its got a few little rattles in the cockpit now, which I need to chase down, more niggles than anything else, but the rest of it has settled down well. There's a small oil drip from the Stag Oil pump - usual place from the relief valve O ring - thats going to drip - not worth the aggro of fixing. More annoying the expensive rebuilt BW35 is dripping some ATF - its probably the sump gasket, again it'll probably get left for now.
The front diff breather still vents a little oil. One day I'll get brave enough to remove it and try it in its original unvented design, now I know that I have been over filling it. It requires a pint of EP90, but to the threads on the filler plug it takes a litre or 2 and a bit pints, so no wonder it tries to chuck some of the excess out, but somehow the front diff oil filling ritual on the RBRR still lives with me, its a part of the car and me now.
I'd like to fix the slight contact with the transmission tunnel from the transfer box when you go round right hand bends and big bumps, so I might now remove the extra packing shims I fitted, since all the rubber mounts have now settled and see if that fixes things.
It'll be good to drive it to the 2000 Register National in 2 weeks time - it had to be trailered there last year.
The estate has had a lot of pictures taken of it in the past year or so, some of Theo's were fantastic from the RBRR, but my current recent favourite was taken by Colin Radford at Star90, and here it is, very retro, very 70s, very similar to a Triumph Publicity Shot from the period - thanks Colin
My friendly MOT tester likes it, and since he has to test the brakes with a Tapley Meter, ends up road testing it, "That pulls well" he says.
Its not stayed locked away since the RBRR - which accounted for about 2500 of those miles, we have done a few shows, Star90, local club days etc on a regular basis keeping it running and on the road at least once or twice a month.
On reflection its been quite trouble free since the start of the RBRR, which I now note with shock after the trails and tribulations of the first 500 - 600 miles.
Its got a few little rattles in the cockpit now, which I need to chase down, more niggles than anything else, but the rest of it has settled down well. There's a small oil drip from the Stag Oil pump - usual place from the relief valve O ring - thats going to drip - not worth the aggro of fixing. More annoying the expensive rebuilt BW35 is dripping some ATF - its probably the sump gasket, again it'll probably get left for now.
The front diff breather still vents a little oil. One day I'll get brave enough to remove it and try it in its original unvented design, now I know that I have been over filling it. It requires a pint of EP90, but to the threads on the filler plug it takes a litre or 2 and a bit pints, so no wonder it tries to chuck some of the excess out, but somehow the front diff oil filling ritual on the RBRR still lives with me, its a part of the car and me now.
I'd like to fix the slight contact with the transmission tunnel from the transfer box when you go round right hand bends and big bumps, so I might now remove the extra packing shims I fitted, since all the rubber mounts have now settled and see if that fixes things.
It'll be good to drive it to the 2000 Register National in 2 weeks time - it had to be trailered there last year.
The estate has had a lot of pictures taken of it in the past year or so, some of Theo's were fantastic from the RBRR, but my current recent favourite was taken by Colin Radford at Star90, and here it is, very retro, very 70s, very similar to a Triumph Publicity Shot from the period - thanks Colin
Tuesday, 13 November 2012
Ready for the NEC
I spent a few hours on the estate this evening, set the tickover to 800 rpm so it doesn't lurch into gear - as the engine has run in, the tickover had increased when hot to about 1300 rpm, due to less friction.
I still have a slight "hunting" at hot tickover which needs attention - maybe a little rich or the points need attention.
I also fitted the remaining window trim which has been absent for a very long time.
But I cannot locate the trim from the C pillar upright - does anyone have a spare one ? I have tried most of the usual suspects.
All it needs is a clean, some petrol, and its off to the NEC on Thursday. Hope to see you all there.
I still have a slight "hunting" at hot tickover which needs attention - maybe a little rich or the points need attention.
I also fitted the remaining window trim which has been absent for a very long time.
But I cannot locate the trim from the C pillar upright - does anyone have a spare one ? I have tried most of the usual suspects.
All it needs is a clean, some petrol, and its off to the NEC on Thursday. Hope to see you all there.
Monday, 12 November 2012
Data Sheets
Its amazing what gets dug up after all this time. I was lucky enough to be given some copies of the FFD data sheets relating to two of the 4 wheel drive Stags, copies of which follow, the project numbers match the build card records that I was given some time ago.
Sadly my estate's records were not to be found. But these detail most of the modifications, part numbers of the GKN joints, fluid capacities (in imperial) and types. Camber, caster angles etc, and the increased weights of the vehicles, and the need to increase the front tyre pressures by 2 lbs.
Interestingly the Stags were fitted with 3.7 diffs, the estate has a 3.45.
It also reveals a weight increase of 244lbs
Really interesting documents.
Monday, 29 October 2012
Back on the Road
Got the repaired propshaft from Dave Macs today. One CV joint is fine, the other has been repaired, and should last a few thousand miles.
and 2 hours later fitted, all back together and the car is back on the road.
Drives well and all the nasty noises have gone.
I must thank Colin Radford tonight, after reading the blog about the propshaft, he has gone and found me one new CV joint, what a Star!
Another £90 spent and another 2 hours work.
Fixed just in time, as a Classic Car magazine are here tomorrow to do a photo shoot and article on the car. When I know when it is to be published I post the details
and 2 hours later fitted, all back together and the car is back on the road.
Drives well and all the nasty noises have gone.
I must thank Colin Radford tonight, after reading the blog about the propshaft, he has gone and found me one new CV joint, what a Star!
Another £90 spent and another 2 hours work.
Fixed just in time, as a Classic Car magazine are here tomorrow to do a photo shoot and article on the car. When I know when it is to be published I post the details
Sunday, 28 October 2012
Ready for the Front Propshaft
Its all reassembled now, refilled with various oils and ready for the propshaft.
When I visited Dave Macs last week, they had been unable to build a new propshaft because those 2.5" CV joints have been out of production for years. The rear joint was ok, and just needs rebuilding with a new CV boot, but the front joint has a large "pit" in one of the slots that the ball bearings travel down. As an interim fix this is going to be welded up, and then ground back with a carbide cutter. Not perfect but it will work for a while, and the front prop is fairly quick to remove and refit.
If I cannot find any new CV joints anywhere, which is unlikely as they have all been used up, its a trawl through the various breakers to find 2 good ones, as they were used on Spitfire 1500 propshafts, TR7s and a few other vehicles. Long term I will probably have to have 2 made from scratch (expensive) as the angles of operation are too big for universal joints.
As to the diff breather, I finally drilled a hole in the top grub screw and brazed a piece of pipe into it, to which I have connected a plastic tube, which finds its way above the diff to the front of the engine for now. I'll see if any oil does drip from it, and if not, cut it back and form a simple U bend in it - to let it breath and stop dirt getting in.
I have not updated time and money in the last few months so the figures to date are now 1145 hours, and £23031
I really really hope it drives all right now with no more major issues, or it may find itself locked away in the garage unloved for a time.
When I visited Dave Macs last week, they had been unable to build a new propshaft because those 2.5" CV joints have been out of production for years. The rear joint was ok, and just needs rebuilding with a new CV boot, but the front joint has a large "pit" in one of the slots that the ball bearings travel down. As an interim fix this is going to be welded up, and then ground back with a carbide cutter. Not perfect but it will work for a while, and the front prop is fairly quick to remove and refit.
If I cannot find any new CV joints anywhere, which is unlikely as they have all been used up, its a trawl through the various breakers to find 2 good ones, as they were used on Spitfire 1500 propshafts, TR7s and a few other vehicles. Long term I will probably have to have 2 made from scratch (expensive) as the angles of operation are too big for universal joints.
As to the diff breather, I finally drilled a hole in the top grub screw and brazed a piece of pipe into it, to which I have connected a plastic tube, which finds its way above the diff to the front of the engine for now. I'll see if any oil does drip from it, and if not, cut it back and form a simple U bend in it - to let it breath and stop dirt getting in.
I have not updated time and money in the last few months so the figures to date are now 1145 hours, and £23031
I really really hope it drives all right now with no more major issues, or it may find itself locked away in the garage unloved for a time.
Sunday, 14 October 2012
Diff rebuild (again)
Diff was then reasssembled
and fitted back to the car - the "breather grub screw" is accessible when fitted - its what the allen key is inserted into
The 1/2" UNF nut is for scale, as Nick Jones has kindly offered to look through his parts and see if he has one that will fit
Got the propshaft off too, and here are the split gaiters - old rubber! This will be off to Dave Macs tomorrow
Finally I got the starter motor back in and the front subframe, I'll leave the rest for next weekend.
It will be nice eventually to spend more time driving the car, than time spent fixing it - its a moment that I am looking forward to - I hope
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