Messages

76

Ace 'Brooklands' Forum / Brooklands hood

« on: September 03, 2008, 01:26:28 »

The only external micro switch is on the R/H horizontal strut leading forward to the screen rail. It prevents inadvertent operation of the hood while it’s still locked to the screen rail. The switches that initiate each step opening or closing hood are located internally in the two right hand rams. It is unlikely they are faulty.
   
   There is a pressure release valve in the hydraulics that keeps the system pressurized during hood operation. It opens to release the pressure when the tonneau cover locks shut or when the ignition is turned “OFF”. With the ignition “OFF” you should be able to manually raise or lower hood albeit against the resistance of oil through the rams.
   
   Have you got the loose pivot screws back in place?

77

Ace 'Brooklands' Forum / Brooklands hood

« on: August 07, 2008, 23:37:49 »

I’ve been in Spain for past 3 weeks [8D] and only just read your post. Have you fixed the hood problems or are you still seeking help?
   
   The hood must be raised manually lifting the whole assembly via the bottom hoop. Attempting to raise by lifting the two upper hoops will cause the mechanism to jam.
   
   The pump is protected by a 30amp fuse located behind the left hand boot trim alongside the battery.
   
   The hoods were purpose made by a company in Germany.
   
   Let me know if you need more assistance as many hours spent last year perswading the hood I acquired close into a well 1 inch shallower than the norm has left me with a fair knowledge of how the mechanism work. I also have the hood wiring diagram, although in true AC tradition the actual wiring does not altogether tally with the diagram and the diagram is not colour coded. [!]

78

Mk IV, Superblower, CRS and other Continuation Cars Forum / Supercharger Install

« on: March 25, 2008, 23:44:03 »

ak1234
   
   Before dismissing the idea check out kelly's website http://www.kennebell.net/superchargers/ford/mustang50/mustang50.htm
   
   Yes, to get the best out of any supercharger the heads should be changed. But dumping the stock iron heads, which are pretty crap, is a good investment regardless. I was shocked how poorly turned out the stock heads/inlet/exhaust manifolds were - remaniscent of the stuff UK car makers churned out in the 50's. No wonder Superblowers had gasket problems - the spent gasses couldn't get out!
   
   Incidentally, it's better to change heads etc on a low mileage engine - its when an old engine is disturbed that things start going wrone. My Brooklands had only done 2,600 miles when I converted - it turned an old fashioned "cooking engine" into something a bit more lively.
   
   For bags of grunt right through the rev range you can't beat a twin screw blower. Also removing a Kenny and reverting  back to stock isn't a problem - it's a straight bolt on kit.
   
   Max

79

Mk IV, Superblower, CRS and other Continuation Cars Forum / Supercharger Install

« on: March 23, 2008, 12:56:14 »

Jbottini mentioned Kenny Bell – IMO an excellent alternative. Twin screw positive displacement ‘chargers produce substantially more power from zero revs right up the range, whereas a centrifugal blower only starts to work above about 4,000 rpm - useful if your rev limit is 6,500 – 7,000, but the 5.0L is a relatively low revving engine and needs major mods to hold it together much above 5,300. Either way, full potential won’t be achieved unless aftermarket heads are fitted (the exhaust ports are very restrictive on stock heads) together with free flowing inlet manifold. Also, when swapping heads replace head bolts with studs to avoid gasket failure.
   
   I believe the Kenny Bell kit includes bigger injectors and a second pump to cope with fuel demand, and a programmable chip for the ecu plus all the other bit required.
   
   An alternative using a twin screw is to go down the do-it-yourself route and obtain a second-hand Eaton, as used by Jaguar on the XJR – not quite as efficient as a Kenny Bell – but a lot cheaper. (I just happen to have one I might sell!) Get a tweecer to re-programme the ecu to avoid expensive dyno retune and you’re in business!!!
   
   I had intended supercharging my Brooklands Ace, but in the end was forced to conclude there wasn’t enough clearance under the bonnet - damned stiffener in the way.[!][!]

80

General Forum / £25 London Congestion Charge

« on: March 17, 2008, 00:40:54 »

Emmaneuld. I fear your warning is falling on apathetic ears – we are already well down the road of a police state. And this government loses no time using every opportunity to find new ways of increasing tax revenues, whilst avoiding increases in the two income tax thresholds.
   
   One of the latest – the 100% increase to full rates on void commercial property – is a particular double whammy for me. Not only have I lost a big chunk of rent because the economy is on the skids, but from April I’ll be paying £33,000 + in empty rates. Unless Brown has a rapid rethink, which is unlikely, that will be the end of me. With my pension provision now in tatters I’ll have no choice but to get out of the country or face bankruptcy.[!]
   
   In the mid 90’s I had a couple of holidays in the States and came away with the feeling that we in the UK probably lived in a freer society than the Americans. But I don’t hold that view now. What with surveillance cameras, forthcoming ID card, passport controls, anti-money laundering measures that make the movement of money without it being tracked impossible plus the “stealth” taxes, many under the guise of global warming (as if anything a tiny country like ours does is going to make a scrape of difference – assuming that is global warming is man made and not a natural climate shift) 10 years of labour (New or Old) has seen the UK go right down the pan.
   
   We were told we had a strong economy (thanks to Margaret Thatcher), which was in safe hands with Brown. Yet at the first signs of a global downturn it turns out our finances are a mess.[:0]
   
   How has all this been allowed to happen? (1) Possibly because a high percentage of the population are too stupid to see beyond the crap churned out by spin-doctors (2) a Parliament full of career MPs that have never held proper working jobs and only interested in what’s it for them and (3) a populace that has become so demoralised by rapid changes within the country it has all but given up IMO.
   
   Now I’ve got that off my chest, Steve - what car shows have you got lined up for this summer? (Assuming I’m still here.)[]
   
   Max

81

Ace 'Brooklands' Forum / How Many are there

« on: October 20, 2007, 00:50:24 »

A shade under the princely sum of £80,000 in 1999 I believe. Come on Mark spill the beans. What did they actual cost in materials? I won’t tell anybody – promise! []
   
   It seems criminal people such as the “chairman” to whom you refer are allowed to gain control of companies such as AC and proceed to finally drive them into the ground – same thing happened with TVR. Mind you, AC’s general manager at the time, Jan-Erik Jansson, appeared to have limited grasp of steering and suspension design. Quizzed about the handling Jansson said the company were looking at fitting a different rack. But even Autocar’s reporter doubted a different rack or revalve job on the pump would solve the problem; he felt the actual geometry was all to cock. Remind me not to employ Jansson….
   
   Apart from the near vertical steering wheel that looks and feels odd – improved on ACE 94T by relocating the mounting bushes – the only other criticism I have is the ineffectual heater/air con system – plenty of noise, but minimal action!! Oh! That, and the fact it keeps loosing its gas.

82

Ace 'Brooklands' Forum / How Many are there

« on: October 19, 2007, 00:11:28 »

Jim,
   
   Judging by comments I’ve received at car shows here in UK and forums such as corral (Mustang forum) in the States where pics were posted, the Ace, in particular, would probably have gone down well both sides of the pond. Like you say, it wasn’t to be, and the few cars that were produced were seriously flawed. Even as late as 1999 Autocar said “we have not driven a current car with worse steering than the Ace” and then “the ride quality was too jittery, harsh and crashy”. I’m no expert, but just looking underneath it was obvious the steering and suspension geometries were up the creek. And it didn’t take much working out to conclude the springs were coil bound with the suspension still way off the bump stops. I’ve since sorted the problems on “ACE 94T”, but it begs the question, why were they produced with such basic faults?
   
   Max

83

Ace 'Brooklands' Forum / How Many are there

« on: October 18, 2007, 00:07:06 »

I stand to be corrected, but believe around 59 Aces were made and 3 Acecas – one the factory made; a second they partially built, which Piers Martin finished; and a third Piers also acquired, but as a bare body shell and assembled himself (currently for sale). There is also at least one Ace currently being built from scratch by an enthusiast somewhere up North.
   
   As to how many Aces still exist, I know for certain of one fire damaged Ace that was recently scrapped and believe one of the 2 (?) supercharged Aces also caught fire.
   
   Max

84

Mk IV, Superblower, CRS and other Continuation Cars Forum / 87 mark iv for sale !!

« on: August 13, 2007, 01:25:00 »

Bloody Hell. You haven't had the car 5 minutes!!

85

Mk IV, Superblower, CRS and other Continuation Cars Forum / Hydraulic Clutch Operation

« on: August 13, 2007, 01:20:37 »

quote:Be careful with those quick shift kits .. I used them as a kid and always ended up with a burned up trans.

   
   Thanks for the warning Ron. I read speculation somewhere Ford deliberately made the shifts soft to reduce the likelyhood of warrantee claims due to premature failure of suspect internals!!
   
   I hadn't come across TCI; their products look impressive. But they don't appear to do an "over-the-counter" modified AODE - only uprated parts. Regretably, my track record rebuilding auto boxs is a bit checkered - some successful, so less so!! Food for thought nonetheless. Thanks.
   
   Max

86

Mk IV, Superblower, CRS and other Continuation Cars Forum / Hydraulic Clutch Operation

« on: August 11, 2007, 00:57:15 »

I’ve yet to change to a manual tranny, Ron. I’m still running with Ford’s AODE auto box. The heavy clutch came to light driving of a friend’s manual Ace. It’s a 95 car, so I doubt very much it’s fitted with the old 3-finger clutch. Admittedly I only drove the car a short distance, but I also found the T5 shift very notchy.
   
   I’m beginning to wonder whether it might be better to beef up my existing AODE box and incorporate one of the kits available to give it snappier shifts, instead of the current slurred shifts Ford think folks want. It should be a lot easier than the mountain of work required to fit a manual box. Anyone interested in buying a brand new T56 6-speed [?]
   
   Max

87

Mk IV, Superblower, CRS and other Continuation Cars Forum / Hydraulic Clutch Operation

« on: August 10, 2007, 01:02:50 »

Ron, sorry I’ve been slow replying, but for reasons unknown I’ve found it impossible to open the forum the last couple of days.
   
   AC did indeed make extensive use of Ford’s parts bin when building the Ace.
   
   I already have a Fiore alloy quadrant to replace the weak plastic OEM item plus a firewall adjuster, but had assumed the size difference was down to the fact they came from different cars (the pedal box I’ve got came from a UK Sierra).
   
   Electing for hydraulic operation would get round the problem of moving the fuse box. But working out the appropriate master cylinder/slave cylinder bore sizes that’ll give the lightest possible clutch AND sufficient clutch lever movement is a bit daunting – hence my post – hoping I could benefit from someone else’s experiments!! []
   
   I would think the “vague” take up you refer to is a characteristic of dual plates rather than hydraulics.
   
   Thanks for your input, Ron.
   
   Max

88

Mk IV, Superblower, CRS and other Continuation Cars Forum / Hydraulic Clutch Operation

« on: August 05, 2007, 23:43:30 »

Ron…. mainly for the reasons ace4.6 has confirmed – clutch action is much heavier than I expected. I’ve driven a lot of V12 E Type Jags in my time and don’t recall them being as heavy as the Ace clutch and wondered whether going hydraulic might lighten things up a bit. Also, I hadn’t realised until I looked under the bonnet of a manual Ace that the cable is routed at an angle out through the top of the footwell – right slap bang in the middle of the fuse/relay box location on my left hand drive model. As practically every circuit is routed via the fuse box I don’t fancy messing about with the wiring to the extent necessary to move it. Hydraulic action would get round the problem as the clutch master cylinder would locate alongside the brake cylinder in front of the pedals.
   
   Max

89

General Forum / Brooklands Centenary Photos.

« on: June 23, 2007, 22:12:32 »

Mark 1V Being a left hooker built to US spec (US style running lights) ACE 94T would be ideal States import. Make me an offer I can't refuse!!
   
   The Aceca belongs to one Piers Martin. I think he has two - one bought from AC partially built (the green one pictured, which is probably the incomplete one you saw) and the other bought from AC as a body shell, which he's just completed.
   
   Max

90

Mk IV, Superblower, CRS and other Continuation Cars Forum / 1986 mark iv #158

« on: April 29, 2007, 00:50:20 »

Oophs - I'll try again
   
   plastic quadrant
   
   
   Fiore quad & adjuster