AC Owners Club Forum
AC Owners Club Forum => Mk IV, Superblower, CRS and other Continuation Cars Forum => Topic started by: C9OBY on March 18, 2010, 21:46:38
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Hi all
As some of you know, I decided to get a little closer to the grass-roots of track-days in September last year. Or more to the point, to slide across the grass (tearing up a few roots in the process) and 'kiss the wall' rather firmly whilst strapped into my car. The result was a slightly re-decorated Cobra. Well, they do say that one way to improve performance is to remove weight - something that was achieved rather efficiently a few split moments after my departure from the racing line (mid-way through Tower Corner at Castle Coombe race circuit, to be precise).
That was 11th September 2009, and since then I've been busy getting it all back together again. To date, I've not put anything onto the forum as I myself found some of the challenges a little painful. At times I did wonder if I would get it back up and running, but now that the light at the end of the tunnel is in sight, I thought it only fair to share my experience with other CRS owners.
Importantly, I believe that this is the first CRS to be 'properly' damaged and subsequently repaired. Call me the guinea-pig. I know of one other car that was written off and another that had some minor damage remedied, but nothing like what I've been through. Corrections welcome if I've missed anything.
To sum up the experience to date, ignoring some very long hours spent in the garage / sourcing bits & pieces, I can confirm getting one of these cars repaired to 'original' standard is not that hard. Cost does play a role, but the key highlight has been getting the carbon fibre body repaired back to original state, thus preserving it's integrity (structurally and figuratively).
The body was repaired by a brilliant company called Modena Group up in High Wycombe. Before finding them, I spoke with various other specialists who claimed to be able to fix carbon, but nobody was able to assure me that the end result would be an unblemished, structurally intact shell. This in itself led to me considering putting a kirkham body on my AC chassis, noting however that this would have significant implications on provenance etc. First prize was always going to be getting the car back on the road as an intact 'CRS'.
Before I delve into the detail of the repairs, it's worth noting that nothing that has been achieved over the last 6 months could have been done without the help and support of a number of people, both within and outside the club.
There is a very long list of contributors, but key people to mention for their continued support and involvement throughout the rebuild include Alan Faulkner-Stevens, Keith Lessiter, Alex and Alec at Thunder Road and Matthew Feltham. Others who helped get me started with good advice and assistance include Andy Shephard, Clive Robertson, John Lewis. Many thanks to Bertie Gilbart-Smith and Equity Redstar for sorting out my insurance payout. And last but not least, a special mention to Ian Wyatt who kindly towed my car back to London on his trailer, leaving me to follow behind him in his absolutely beautiful MKIV Lightweight. A very brave man indeed who hands over his keys to a recent crash victim, but Ian selflessly made the offer without the slightest hesitation or comment. To everyone else that has sent me emails / called me wishing me well, thank you. I am sure that you'll forgive me for not mentioning you all in person, but your support and kind words were much appreciated.
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The accident
So, to start. The picture below shows C9OBY shortly before her visit to the dark side. Happily shooting around Castle Coombe at pace, loving the laps, having a ball.
(http://i139.photobucket.com/albums/q311/c9oby/coby/castle%20coombe/IMG_2135.jpg)
Then, the unfortunate accident. Not a pretty sight, but not irrecoverable. If you want to hear the details of the accident itself, I'll let you buy me a beer first! Actual impact was rear left corner first, then a swing hard to the left into the barriers again, followed by a bounce back in the opposite direction back onto the edge of the track. A pretty comprehensive test of rear, ride and front strength of the car...
(http://i139.photobucket.com/albums/q311/c9oby/coby/castle%20coombe/IMG_4845.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_4848.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/028.jpg)
Next steps involved finding someone with the skills (and evidence to support) repairing carbon fibre. Recommended through another club members insurance broker, Modena Group ultimately ticked all boxes. After finalising the insurance details etc, the work began.
Important to mention regarding insurance: Subsequent to my accident, I've been astonished to discover how many people do not / had not taken out track insurance. My advice - DO IT! You never know what might happen. I certainly didn't expect to crash, and without the insurance payout the car would most likely not have been repaired...
The body
Step 1: dismantle the car and assess the damage.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/MG_0126.jpg)
Looking up at the front left suspension you can see where the bottom suspension arms were bent. All other suspension members were fine and (jumping ahead in the repairs) these were easily replaced by two new items from Gerry Hawkridge.
Inside the boot you can see how the outriggers were pushed across, holding the body off-axis, but the good news was that the main chassis proved to be 100% fine with no distortion.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/MG_0118.jpg)
The front and rear bent outriggers were removed and magically the entire carbon body popped back into shape. The memory of carbon is a key feature of this material, and certainly helped with the overall repair process. This was the biggest step towards knowing whether or not we would be able to repair the body. Take a careful look at the earlier photos - not only were the impact areas damaged, but the entire body had been distorted across the back-left to front-right axis.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/DSC00479.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/DSC00478.jpg)
One thing to note is that there were bends and cracks in almost all parts of the body, as the shock from hitting the wall transferred through the body. Importantly, this is probably a key reason for the chassis remaining unmolested.
I can also strongly suggest that anyone with a traditional over-shoulder seat belt make the change to a full racing harness. Wearing one certainly saved me from injury, especially as the multiple points of impact during the crash would have most likely resulted in me being thrown out of the over-shoulder seatbelt.
A full-face helmet also prevented my face from being re-arranged when my head went forward and bent my lovely moto lita steering wheel. No comments please, I happen to like my face the way it is. The only impact to me personally was a dull ache to my neck the following day, for which I thank my lucky stars. Considering that I hit the wall in mid-range third gear (about 60 mph from memory) I think I had a very lucky escape.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_7682.jpg)
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The repairs
All chassis parts were removed and put in a box that arrived at my home a few days later (more on this further down). Everything baring the gearbox, prop shaft and diff was removed. Inside the car, only the carpets and dashboard were left in.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_0143.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8110.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8107.jpg)
The front and rear outriggers were then either re-formed or replaced, in advance of any further work on the body. Lovely work, perfect welds and well sealed. I couldn't tell where original undamaged metal joined with repaired sections. Exactly as you would expect I hear you say, but nonetheless the kind of things you need to see to help raise your bruised spirits!
(http://i139.photobucket.com/albums/q311/c9oby/repairs/DSC00588.jpg)
As work on the body began, a number of very interesting facts became visible. First, the CRS body had been comprehensively covered in body filler. This is most notable on the part-uncovered front left wing in the photo below. Not very thick, but it was applied all over. It may help explain why on some CRS cars (that obviously benefitted from this approach) have a very smooth paint finish, whereas on other cars (where you must assume less filler was used) the carbon weave can be seen in some places. This is in no way a criticism of the cars, just an observation.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/DSC00585.jpg)
The entire car was stripped down to bare carbon (see below).
(http://i139.photobucket.com/albums/q311/c9oby/repairs/DSC00674.jpg)
Looking up inside the repaired body, you can see the new carbon sections that were made to repair the damaged sections. For the most part, the repair involved making a 'negative' on one side of the body, tearing out damaged sections below, splicing in new material to the body and then re-forming the panel against the 'negative'. This process was then repeated from the opposite side. Afterwards, the entire car was put into an autoclave and re-baked (exactly the same as the original manufacturing process).
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8215.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/DSC00671.jpg)
The almost-finished artcle: perfect carbon repairs with just some detailing and clean-up required.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/DSC00652.jpg)
Preparing for paint: to follow later on.
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The suspension
As mentioned earlier, the suspension and other bits were returned to me in a box. Aside from the front left lower suspension arms, everything else was 100% fine. However, decided that this was as good a time as any to completely overhall and refurbsh the suspension. Considering that the the bodywork etc would take at least 2 months to complete, I had more than enough time on my hands to get stuck into the ancillaries.
Hence, I started by removing all components from the main hubs (picture before strip-down below). All nuts/bolts were catalogued before being sent off to be de-brittled and zink plated. Jumping forward a bit, all used nylock nuts replaced, along with a number of the more worn rose joints. New rubbers, washers, seals etc.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8133.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8131.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8143.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8140.jpg)
Brake calipers were sent off to be refurbshed, as were the Koni dampers. New brake pads, fresh seals and new paint resulted in 'as-new' parts being returned a few weeks later.
I also sent off all the individual suspension arms etc for sandblasting and powercoating in matt black.
Left and right drive shafts were also refurbished (just new seals and re-oiled).
Zink plated bolts returned.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8441.jpg)
Suspension reassembled. As you can see, it looks almost better than new!
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_5093.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_5095.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_5096.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8933.jpg)
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The Paint
Having been through the autoclave, the car was then prepared for paint, but only after the body was prepared with minimal body filler. Remember comments earlier on about the original having been completely covered in filler? Some discussions later, we decided that a more hand crafted finish would be appropriate. Whilst individual section preparation by hand took far more time, the overall result is a car that should be lighter and truer to the underlying carbon body. Seen below, the car was about to head in for priming.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_0054.jpg)
Then came a critical decision: paint colour. Some people argued that it would be appropriate to match the colour of the car as it left the factory. However, as you may see from the first few photos, the car origninally was a light blue with metallic chip. I have never really liked the metallic chip, not least because most people who saw it automatically assumed that it was a 'kit car' like so many of the 'mod-painted' replicas. Aagain, no criticism of replicas, but I don't like having my AC confused for a non-AC car. In the end, and after lots of research, I decided to change to a matt midnight blue, but kept the original le mans stripes with roundels.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_0130.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_0137.jpg)
The end result was perfect! Completed in late January, a final photo was taken in High Wycombe with the team that worked on the car standing around their handywork.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8590.jpg)
The following week, I had a very special delivery! Slowly she emerged from beneath the covers of the truck, fully repaired and ready for reassembly in my garage over the next few months.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8604.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8622.jpg)
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The reassembly
Having waited and prepared over the previous few months, I was extremely keen to get started on the car. The first few days were spent ensuring that everythng that needed to go back into the car was properly prepared and ready. In some cases, this involved finishing refurbishment to specific parts, or spending time to replace old/worn parts. Note that as the rebuild continued over the next 2 months, time was fairly evenly split between 'assembly' and 'looking for bits & bobs'. I have
subsequently built up a very comprehensive list of parts and respective suppliers, from the smallest little nut to the most obscure rubber seal.
First was the engine bay, seen below with just the engine in place. Everything else sat in a number of boxes, waiting for the jigsaw puzzle reassembly to begin. Note that only the radiator had to be replaced, as it was punctured in the accident. I managed to source a replacement from a company here in the UK who were able to identigfy mine from photos and source a replacement from the USA. Somthing else to remember was that whilst the engine was out the car, Modena Group very kindly fitted a new clutch for me, again sourced from the USA for a very reasonable £215 from the same UK-based company.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8658.jpg)
One person not yet thanked for their help was my 'little helper', spotted here checking that I had correctly installed the battery.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8768.jpg)
I have more photo's to upload, but a summary of other items completed to date:
- Full engine bay completed, including replatement of all water, oil and fuel lines
- New boot, bonnet, door and inner-arch rubber seals
- Front half of the exhaust system reassembled and fitted
- Interior fully refitted (more photos to come soon, including newly re-upholstered seats and door panels).
- All electrics, lights etc re-fitted. Note that more than half of all exterior lights were damaged, so these have all been replaced with new items.
- Front and rear chrome nudge-bars and bumpers replaced with stainless steel quick-lift brackets.
- Boot and bonnet brackets replaced and re-assembled.
- Lots of other detailed bits, windscreen, tennax fasteners etc.
Next steps
I am currently half-way through re-assembling newly fabricated exhaust pipes to complete the system. Welding brackets etc and setting the pipes around the reas suspension is taking time, but learnng to weld on a 'live' project has certainly been good fun and a good education.
I'll be bleeding the brakes this weekend and hopefully soon thereafter fill and test the water system. Then, once the last bit of welding has been completed on the rear exhaust system, I'll fuel the car and see if she starts!
I will then need to fully re-set the suspension. Considering that the entire system has been disassembled and re-assembled, everything will need to be re-set. As a result, I'll not be putting the steering wheel back on until I know that the car is 'pointing straight'.
Watch this space as more photos and commentary will follow soon. In the interim, a wing and a prayer (along with help from a magic wand) will help transfor my bashed beauty back into a proud Cobra again!
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8796.jpg)
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Wow, what a phantastic job and a true challenge (thinking of the starting point).
Nice to see that your beauty is finished again.
Peter
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Firstly, what a shame that this report came to be written, but thank goodness you were well protected, both physically and with the track-day cover!
It`s such a relief that you were able to retain the Carbon body, as you say, a Kirkham shell would have looked fine, BUT your car is a CRS, what would you call it if it was Ali? "Yeah, it`s an AC ARS..." No, I don`t think so.[;)]
Anyway, what a great job Modena have done on the body, does the weave show through more now than it used to? The old colour seemed to bring out the pattern pretty well as I recall.
Thanks for sharing your experiences with us, and highlighting 'club spirit' at it`s best, Hope you`re back on the road soon, with or without that lump of rubber!!! [:D] [8D]
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The interior
As mentioned earlier, everything inside the car except some of the carpets was removed. All instruments were put in a box and wires disconnected to provide access to the body. Thankfully the team stripping the car wrote up a quick wiring diagram, enabling me to quite easily reconnect the instruments later in the process. However, I did need to take a 50/50 gues on one of the instruments, to be tested at the 'go-live' later on.
Back to the carpets... I discovered that the foam layer laid beneath the carpet had been badly heat affected over previous years, notably from missing heat shield between the exhaust boxes and underside of the car (something that I repaired 2 years ago). Hence replacement of this foam was required, using latest O-class heat resistant foam. Once re-cut, it was very easy to relocate. All carpets were thoroughtly cleaned and the returned into the car.
Before work started...
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_0143.jpg)
Left side done, now to do the right...
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8953.jpg)
And the finished interior.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_8964.jpg)
To the eagle eyes out there, you may have noticed that the seatbelt system has been modified from the original over-shoulder system originally fitted to the CRS (and many MKIV's). Two years ago I had replaced the driver side belts with a Sabelt harness, using after-market brackets fitted to my roll-over bar. Utilising the opportunity to make changes to the car whilst stripped down, the team at Modena welded in two new brackets to the existing frame, enabling me to directly mount new in-car harness connection point behind both seats. This was relatively simple to do, and now (per the photo) both sides are fitted with a fully integrated harness. I still need to work out how to cover the holes from the original seatbelt brackets.
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quote:
Anyway, what a great job Modena have done on the body, does the weave show through more now than it used to? The old colour seemed to bring out the pattern pretty well as I recall.
Hi Nik, thanks for your comments, much appreciated.
The answer to your question is 'no', the weave does not show through. My car 'as original' had only one/two spots where the weave showed through, unlike some other cars where it was quite noticeable, hence there is no real change to it's current state.
However, there are two contributing factors that resulted in my 'new state' not showing any weave. First, the process of removing the old paint and filler through blasting & sanding resulted in a smoother surface to start. The new sections were then intentionally finished to match the rest of the body. The second factor is determined by the rate at which the paint is allowed to dry. Put simply, the quicker the paint dries, the more likely that weave will show through. Hence, by allowing the car to slowly dry over a few days resulted in a lovely smooth finish. In many situations, the commercial need to shift cars down a paint line results in cars being oven-dried (obviously, having a car sitting in a paint booth for 2 days incurs a cost to the business). Luckily, Modena had no such need and hence the car was given plenty of time to rest, hence the glorious smooth coat that it now has.
Those who have seen (and touched) the new paint are suitably impressed with both colour and finish. It is also remarkably resilient, as demonstrated by one/two incidents when knocks to the body during reassembly did not result in any marks to the paint. I wouldn't advise everyone uses this approach to test their paint though!
Last point on paint, is that new rules/regulations ban certain chemicals from paint and hence my car is now painted in solvent-free water-based paint. Perhaps someone else out there knows a bit more about this, but the evidence on the car is that the coat applied has great depth and strength, desite being a few microns thinner that the older paints that would have been applied. Another factor on my car in particular is that a clear coat had been applied over the original metallic paint (sealing in the chips?). This was not repeated on my car, hence the paint you see is the 'original' coat and has a more 'period' feel to it (whilst still retaining the required strength/resilience referred to above).
Cheers
Bruce
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So this solves the mystery then!
I was up at Modena a few weeks ago when they held a Ferrari/Lambo "coffee morning" (I've gone to the dark side and got a 360 Challenge Stradale) and I got chatting to one of the guys and after mentioning I had a 212 S/C, he mentioned they'd just repaired a CRS. I didn't want to put it out on a forum or obvious reasons, but good to hear about the results.
In the morning I spent there it became very obvious from all the guys I spoke to that they really are very good at what they do and have a huge amount of enthusiasm for cars in general. Shame to hear about your accident Bruce, but great to hear it's come back even better[:D]
Cheers,
James
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Very interesting to see the disassembled suspension. I think it is the same unit as used in Mk4 Cobras. Only the brakes (rotors and caliper) seem to be different. Any details available?
Cheers,
Horst
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quote:
Originally posted by dart427
Very interesting to see the disassembled suspension. I think it is the same unit as used in Mk4 Cobras. Only the brakes (rotors and caliper) seem to be different. Any details available?
Cheers,
Horst
Suspension is same as MK IV, the brakes are not. The brakes are AP Racing calipers and rotors also fitted to late Superblowres.
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quote:
Originally posted by dart427
Very interesting to see the disassembled suspension. I think it is the same unit as used in Mk4 Cobras. Only the brakes (rotors and caliper) seem to be different. Any details available?
Cheers,
Horst
Horst, what sort of details would you like?
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Bruce, well done. Your tenacity does you proud repairing the car. New colour is lovely and with all your new shiny bits you can give John Norris a run for his money at the concours!!! Looking forward to seeing it on the road very soon.
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Bruce, do you know whether these brakes are still deliverable by AP Racing (part number?). Will these brakes fit to 15" wheels?
Cheers,
Horst
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quote:
Originally posted by dart427
Bruce, do you know whether these brakes are still deliverable by AP Racing (part number?). Will these brakes fit to 15" wheels?
Cheers,
Horst
Horst, I don't have a part number, but will phone the company that refurbshed them for me in case they can help. I cannot remember who told me, but I think the issue is getting the right brake disks (the suggestion being that they are no longer manufactured). Lots of conjecture I'll admit - let me see what I can do to unearth something a little more factual.
I am running 15" wheels, so can confirm that they do fit, but they ONLY JUST clear the rim (about 3mm space between caliper and inner rim). As a result, I had to relocate my lead wheel-balancing weights. Probably not a problem,but something to be aware of nonetheless.
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Dear all,
I was told by John Owen a few years ago that BG Developments in England (Bob Green) used to supply brake packs to AC Cars using AP Racing Products. I contacted Bob last year and he confirmed this. He confirmed that the AP discs used on the CRS/Superblowers are now obselete however he still has the old AP technical drawings and can either make a new set for you or if I remember rightly he mentioned he could modify a Seat brake disc which actually worked out alot cheaper. The AP Racing brake caliper Pt. Number was: CP5205 which is a lug mount caliper [fit directly onto the suspension]. (That caliper was also used on Ford Cosworth brake upgrades I believe)The kit also worked with a 291mm x 30mm discs.
Hope this is of value
Regards
Gary
PS: C9OBY- Your car looks superb!!
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Firstly, well done to Bruce. His hard work shows just how well a CRS can be repaired and ensures that any other CRS owners who unfortunately damages his or her car can get it repaired to a high standard.
As to the AP brakes on the CRS, after I learned that AP were discontinuing the parts some years ago so I had BG produce me a set of the special front discs [extra thick, 32mm I think and 40 vane units] for my CRS as spares. They were very helpful and gave a good service.
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Dear all,
many thanks for this information.
Cheers
Horst
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What a brilliant job Bruce. Well done. It will be good to see you and the car in it's new paint back down at the Scarlett Arms. I have missed the past couple but should at the April one. Mind the potholes!
Took the SB for a blatt to Goodwood a few weeks back. Bloody marvellous. Makes life worth living.
All the best
Ian
quote:
Originally posted by C9OBY
Hi all
As some of you know, I decided to get a little closer to the grass-roots of track-days in September last year. Or more to the point, to slide across the grass (tearing up a few roots in the process) and 'kiss the wall' rather firmly whilst strapped into my car. The result was a slightly re-decorated Cobra. Well, they do say that one way to improve performance is to remove weight - something that was achieved rather efficiently a few split moments after my departure from the racing line (mid-way through Tower Corner at Castle Coombe race circuit, to be precise).
That was 11th September 2009, and since then I've been busy getting it all back together again. To date, I've not put anything onto the forum as I myself found some of the challenges a little painful. At times I did wonder if I would get it back up and running, but now that the light at the end of the tunnel is in sight, I thought it only fair to share my experience with other CRS owners.
Importantly, I believe that this is the first CRS to be 'properly' damaged and subsequently repaired. Call me the guinea-pig. I know of one other car that was written off and another that had some minor damage remedied, but nothing like what I've been through. Corrections welcome if I've missed anything.
To sum up the experience to date, ignoring some very long hours spent in the garage / sourcing bits & pieces, I can confirm getting one of these cars repaired to 'original' standard is not that hard. Cost does play a role, but the key highlight has been getting the carbon fibre body repaired back to original state, thus preserving it's integrity (structurally and figuratively).
The body was repaired by a brilliant company called Modena Group up in High Wycombe. Before finding them, I spoke with various other specialists who claimed to be able to fix carbon, but nobody was able to assure me that the end result would be an unblemished, structurally intact shell. This in itself led to me considering putting a kirkham body on my AC chassis, noting however that this would have significant implications on provenance etc. First prize was always going to be getting the car back on the road as an intact 'CRS'.
Before I delve into the detail of the repairs, it's worth noting that nothing that has been achieved over the last 6 months could have been done without the help and support of a number of people, both within and outside the club.
There is a very long list of contributors, but key people to mention for their continued support and involvement throughout the rebuild include Alan Faulkner-Stevens, Keith Lessiter, Alex and Alec at Thunder Road and Matthew Feltham. Others who helped get me started with good advice and assistance include Andy Shephard, Clive Robertson, John Lewis. Many thanks to Bertie Gilbart-Smith and Equity Redstar for sorting out my insurance payout. And last but not least, a special mention to Ian Wyatt who kindly towed my car back to London on his trailer, leaving me to follow behind him in his absolutely beautiful MKIV Lightweight. A very brave man indeed who hands over his keys to a recent crash victim, but Ian selflessly made the offer without the slightest hesitation or comment. To everyone else that has sent me emails / called me wishing me well, thank you. I am sure that you'll forgive me for not mentioning you all in person, but your support and kind words were much appreciated.
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It will be good to see you and the car in it's new paint back down at the Scarlett Arms... Took the SB for a blatt to Goodwood a few weeks back. Bloody marvellous. Makes life worth living.
Hi Ian, good to hear from you. I absolutely agree, a blast in the countryside is the perfect tonic to modern life. I'm counting down the days until my next trip down to the Scarlett Arms to rejoin the Surrey chapter - will keep you all posted.
Work this weekend is focussed on solving a water leak, getting the rear fog & reverse lamps sorted and (all going well) starting the process of sorting out my suspension settings. Stay away rain!
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The water leak...
Last weekend I finally began final prep for 'the start'. Water, oil, and... a leak!
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9028.jpg)
After some time under the car and peering through gaps with a torch, we found the source of the leak. On a positive note, it was not coming from any of the pipes/ connections that I'd fitted, but I could not get to the pipe. After lots of time looking for an easy way in, I finally began to remove the air intake manifold and plenum (after some research on google).
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9089.jpg)
A little while later, I had the pipes off the car and ready for inspection. Not easy the first time, but quite straight forward once you've done it a few times.
It quickly became apparent that when the engine was removed from the engine bay during the early stages of repair, the hot water pipes were not correctly disengaged, resulting in the pipe being pulled away from the mounting bracket (bolted to the engine block), causing the little 'tear' visible in the second photo.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9091.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9096.jpg)
Two options: find a new one, or attempt a repair. Option B (TIG welding a seal) didn't take too long, and appears to have solved the problem. At worst, if the repair fails, I'll source a new set of pipes. I polished it down almost flush to the pipe, folded the bracket back into place and refitted everything.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9095.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9097.jpg)
Onto the exhaust pipes...
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The exhausts
About 2 months back I took my original, bent exhaust pipes (rear half) to a little business in Woking and asked them to bend me a set of pipes in 3 sections that would enable me to 'jig' a replacement system into place back home. A few weeks later (and for a very reasonable sum of money) I had the pipes, along with some flet plate from which I planned to fabrcate new brackets.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9010.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9011.jpg)
The original pipes were fabricated from a number of different curvature pipes with multiple joins. The new pipes are bent from one pipe, hence no joins / welds etc. To enable easy fitment, the new sections were each flanged to accept themselves at one end, with extra length on the non-flanged end. Once on the car, I was then able to easily slide the pipes together, cutting off excess non-flanged length for perfect fitment.
Next were the brackets, all of which had been twisted.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9012.jpg)
I cut each one off, using it as a template for my new brackets. The new ones are slightly in order to give me a little more clearance where the pipes emerge from the rear of the car. In the photo below, the original (hammered back into shape) is on the left, mine is on the right.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9018.jpg)
I then welded each bracket onto the new pipes after jigging them against the original pipes.
Once the fabrication was complete, I set about polishing the pipes. As you can see, a little time on the polishing wheel worked wonders.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9019.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9022.jpg)
Finished pipes in place. You can also see the new heatshield recently fitted inside each wheel arch. Not particularly cheap (£110 for 3x5feet sheet) but extremely effective protecton (up to 900 degrees rediant heat, 450 degrees direct heat).
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9027.jpg)
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Inner wheel arches
The original fiber glass front inner wheel arches were simply cleaned, re-painted on the engine bay side and re-coated on the wheel side. 4 metres of new boot seal later and the aged seal was replaced with lovely new seal. Over time the bolt holes on the lower rear edges had worn through the fibre glass and hence Modena kindly mended them with fresh sheet. Once painted and sealed, you couldn't tell the difference.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9056.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9057.jpg)
With a set of new bolts and penny washers, the refreshed pannels were fitted, completing the engine bay! One last test ... putting in some petrol and testing to see if she would start.
Starting the engine
With 5 litres of petrol, a re-filled water system (no more leaks yet) and the oil level rechecked, she started first time! Perfect idle, with gradual warm up to full tempreature. Once running hot, and with all the new mocal rediator pipe connectors at full heat for the first time,some tightening of jublee clips ended an isolated trickle of water.
Throttle works fine; radiator fan kicks in fine at heat. Engine turned off (and some more fuel added for later on).
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Rear lamps
The last bit of fabrication was the fitting of new under-car reverse and fog lamps. My original lamps were fitted to the rear bumber bar bracket, but as I've changed to quick lift jack brackets, a new solution was required. Having seen a few cars at Gerry Hawkridge's workshop about a month back, I quickly set about the fitment of my new lamps.
First I soldered together longer sectiions of wiring, connected them to the originals and added heat-shrink tube down to the lamp units to ensure that they are 100% waterproof. This is especially important, considering that they will be located behind the rear wheels a few inches above the road surface.
The finished articles waitng behind the car for fitting.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9131.jpg)
Luckily, the rear bracket that supports the exhaust pipes is perfect, both in location and height. Using some of the stainless steel sheet supplied with the exhaust pipes, I quickly measured and drilled extensions onto which the lamps are fitted, then bolted beneath the car.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9142.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9135.jpg)
The finished article - a lovely, clean look.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9144.jpg)
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The first drive!
At mid afternoon today, I finally lower the cobra to the ground for the first time. I did a spanner check to all exhaust bolts, connected and tested the parking brake, had another swig of my leffe beer, then lowered her down slowly onto bricks. The bricks are needed to give me sufficient clearance to get the jack in/out from under the car.
Now on bricks, I had enough clearance to the ceiling-mounded garage opener to be able to re-fit the bonnet.
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9156.jpg)
I then rolled the car carefully off the bricks onto the garage floor.
Shock: As first look, I panicked a little. The car was so low, I must have somehow made a mistake fitting the suspension. However, after a quick check to each corner, I realised that I have simply become too familiar with having her held up by 450mm axle stands. She looks so small, low, lithe, sitting there back on 4 wheels.
After letting the engine warm up again, I then proceeded to reverse out the garage and up the drive, stopping at the top to get out and take a look.
The almost-finished article!
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9163.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9165.jpg)
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What's left to do?
I couldn't resist getting back onto the road, even if it was only around the loop within our estate. Brakes, gears, throttle all working perfectly - it's fantastic to be driving my cobra again!
So what's left to do? I need to take the car down to an auto-electrician to sort out some niggles with the rear lamps. I then need to get the MOT, put the number plates back on, and finish off 'decorations' (i.e. bonnet/boot badges etc). I also need to get the suspenson re-set, as fitment of new rose joints and cleaning/copper greasing all suspension members has resulted in each wheel being out of place. I'm pondering doing this myself, but may relent and take it back to Thunder Road who did the set-up mid year last year.
I'm aiming to be officially back on the road withing the month, in time for the May bank holiday and the first spring meet down in Surrey.
Look out for a youtube video upload!
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Bruce
The transformation of Your CRS is a credit to you [:)]
As you drive hard and enjoy the Cobra on both road and track, take it to Big Al at Thunder Road for full setting up of suspension, steering and corner weights, Also re-assures you when another set of eyes and trained hands checks over a major rebuild... not insinuating you have anything amiss. [;)]
The new blue paint looks 100 times better than the original metalic blue [:p] [:)] ........ Great job [8D],
Look forward to seeing it at the next Surrey meeting. (Can I have my bricks back, Still trying finish my building project...)
Keith
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Bruce, Excellent work!
Although I did like the old 'flake blue [:I], this is a gorgeous paintjob, and the effort you put in on the exhausts & fog/reverse lights was rewarded with a really great view for most other drivers you will meet!
To celebrate, I`ll join you by opening one of my VERY special Leffe 9`s!
(http://www.saveur-biere.com/blog/images/leffe-9.jpg)
CHEERS!!!
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Us poor folk will celebrate with a nice cup of tea! Cheers!
Glad to see you decided on a nice shade of 'Cobra' blue Bruce. Have fun (and do the quick-lifts stay in place for the MOT? Just wondering.)
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Wow Bruce! You have made a specacular job of your CRS and by doing it the hard way have learned a lot in the process. More power to your elbow. Of course now you have done it once, it would be a shame to stop there, so keep a lookout for a restoration project in case you get bored next winter! See you very soon, Andy.
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Hi everyone, thanks for all your comments, much appreciated!
Trevor, I'll let you know how the MOT goes, but I am hoping that they're not noticed... [:D]
quote:
...so keep a lookout for a restoration project in case you get bored next winter! See you very soon, Andy.
Andy, I've definitely caught the 'rebuild bug' and am very keen to do a restoration project, either another MKIV, or possibly an ace/aceca? If anyone sees a suitable project car, please let me know [;)]
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Hi Bruce,
What a great job you've done! Congrats! She really looks nice. And I bet your face is shining with smiles again, as opposed to what we had witnessed at the end of the Castle Combe track day on 11 September last.
You mentioned track insurance earlyer on. Unfortunately over here insurances do not cover such risk. Now you understand why I am not driving as hard on the track as you did [:)]
One question: you did not mention wheels. I assume you had them checked for cracks as both front and rear left had hit the wall?
Constant
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Great work, Bruce - hope we now get some fair weather ao you can enjoy the results!
If you can make time, do write it all up for ACtion.
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Update: We're on the home straight!
I spent a very enjoyable day today with the gents at Thunder Road, getting the suspension set up and final touches made in preparation for Friday's MOT test. With luck, I'll be driving home late Friday afternoon in my car... our first time back on the road since 11th Sept 2009 :o)
Heading south...
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_5168.jpg)
Outside a familiar driveway...
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_5180.jpg)
Men at work. Proposed quote: "How the @*@xx@! did he manage to re-assemble the car with wheels pointing in so many different directions at the same time???"
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_5190.jpg)
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Today is a GREAT day! Road legal and rolling!!
7 1/2 months after my incident, we're back on the road! My new best friends at Thunder Road Speed Shop helped me cross the final few yards to the finishing line, fine tuning the suspension and ensuring it passed it's MOT first time. Having spend a day and a half with them in their workshop, I think a change in career is required ;o)
The cherry on today's cake was standing next to their next customer car being warmed up as I was preparing to leave ... a 7-litre 650bph monster engine sitting inside a Chev Chevalier... the first and only time I've actually felt scared standing next to a car!
But back to the main event. Today is a day I've been looking forward to for a long time. After final preparations, Alec and I headed off to the MOT station, arriving back 1,5 hrs later with broad smiles on our faces. Below are a few photos taken during today, plus some reference pics from March 2009. Many thanks to both Alec and Al for their time and humour.
This beings to an end my rebuild story. I can guarantee you that my wife's plans for some gardening tomorrow are unlikely to be achieved. I'd put £50k on black that most of tomorrow will be spent washing, polishing and 'road testing' my beauty!
Adios
Bruce
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_5222.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/23.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/24.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/14.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/15.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/16.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/22.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/12.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/13.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/8.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/7.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/4.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/5.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/1.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/2.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/25.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/26.jpg)
(http://i139.photobucket.com/albums/q311/c9oby/repairs/IMG_9627.jpg)
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Bruce, well done and welcome back[8D Great work and determination. Sorry I won't be at the Sunday meeting to see the results of all your hard work.On Sunday will be giving hot laps at the Top Gear track
http://www.petrolheadnirvana.com/torque/showthread.php?t=927
Cheers - John.
PS: Love the photos of Big Al and Alec, got any more ?
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Thanks John,
Enjoy the Top Gear track - I assume you're not taking the rev limiter [;)].
I do happen to have a few more photos of the Thunder Road boys, but I'm not sure that they would be forum legal... a rather saucy one of Big Al spread across the bonnet wearing just his overalls might result in the administrator stepping in!!!
Cheers
Bruce
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Yes, you assume correctly, the rev-limiter said she has better things to do than watch me drive round a cold and windy airfield on a Sunday morning.
[8D]
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Great stuff Bruce, well done.
I like the pictures comparing old and new colour scheme.
Cheers
Constant