now browsing by tag
With all the parts unloaded we started working out what we had and what parts were needed,
The clutch master cylinder was missing, Radiator was holed (and a later type), Handbrake cable had been cut, Front brake shoes were missing, Taillight and indicator bodies were rusted beyond repair.
We then took the wheels off and the car up on axle stands for a decent look at the chassis. The main rails appear to be in good condition, but the outriggers are a real weak point on the Rebel and could do with replacing.
Drivers side Front, Notice the bolts have been removed on the towers, it looked like someone had prepped the car to remove the body.
Passenger side front
Chassis general view
Gearbox Mount area,
Mount for Brake master cylinder
Drivers side rear,
Propshaft, axle and diff.
Seatbelt mount point
Petrol tank, This has been drained and appears not to leak.
Since doing the gearbox on the Scimitar things were generally running well… until one day on the M25 when the throttle stuck wide open, Engine revved up to max and sounding like it was thrashing the life out of itself. I limped off the motorway by turning the ignition on and off and coasting. Free’d off the throttle at a layby and continued the 30 miles to home.
I Replaced the faulty throttle cable the following day but the car refused to start briefly spurting to life and then dying, Simple checks revealed the rotor arm was not turning but the starter was…! The timing gear had shredded its teeth leaving them all in an pile in the sump.
So I now I really have to eat a small slice of humble pie and admit I should have replaced the timing gear earlier and indeed was advised to change it by VIv at least once…! Its a well known weakness with the Ford Essex Engine and its one you Ignore at your own risk
The following photos show where the car is at present old timing gear cleaned out, new one on.
Chafed Throttle Cable
Excess amounts of blue silicone sealant courtesy of a previous owner!
Old one removed
Refitting the backplate
New steel gear
About to fit the timing cover
Going back together
bottom end view
a running engine, but not running right…
I was very lucky to get away with no serious damage, to the valves The head studs had pulled pulled out a bit but swapping for a new set of Unleaded heads has fixed this.
Having covered 3000 miles in the scimitar since its MOT in December it seemed a good time to take stock of how far the car had come (no pun intended.) Generally the car was running well and was regularly used. But There are a few issues which need to be addressed soon….
In a supermarket carpark a large speedbump took out the overdrive wiring to the solenoid, It seemed odd that it shoud have made contact as I took the bump at very low speed. After some comparison to the workshop manual It tuned out that the ride height all round had dropped by 2″. I spoke to Gaz (who supplied the springs) and it emerged there has been a manufacturing fault that has caused the springs to settle, apparently its affected more than one Scimitar.
I’m also going to have to drop the gearbox out to change the clutch release bearing – its whining badly at the moment. At the same time I’m going to remount the overdrive on the box to cure a slow oil leak.
I sat down and did some calculations the other day and worked out that the current average MPG (even without the overdrive) was 25mpg. Based on a tank of fuel and a equal mix of driving on local roads, A roads and motorways.
A couple of recent photos:
More on post accident Firberglass repair work
joins being made steel tabs were then removed and the remaining sections feathered back and glassed:
While waiting for the fibreglass to set there was time to look at some of the other outstanding odd jobs. Dave came up with some spaced off brackets to hang the mid section of the exhausts, Previously the attachement point had been quite low but these seem to be a neat solution.
Another outsanding odd job was the headlights, the outers were suffering from rust on the liners and manky chrome frames so I sourced some Wipac replacement units, the reflectors on main beam lights were in good condition but I decided to replace the holders as well so the all looked nice and shiny.
After prepping the new repair for paint and a few layers of primer a base coat of red has been applied and flatted back, Theres quite alot of paintwork still to do but the current basecoat should be ok for the vic check,
The exhaust light cluster and bumpers were then refitted to get an idea of how well they fitted and to see how they looked on the car.
As a final job the exhausts were trimmed to the same angle as supplied by Relaint.
The Vic Check and RE-MOT were the final part of the accident repair process and and by the end of March 2011 the Scimitar was fit for the road again with all checks passed and repairs signed off.
After a frustrating month waiting for the insurance to be sorted out I have finally been able to get things settled and start the repairs. Quotes to repair the damage were high, and as a result the car was witten off and I’ve had to buy it back.
A donation rear section was offered by Martin (mn757) and collected from Coventry and the repair work was able to start.
Repair section from martin:
The car with the damaged fibreglass removed:
Donor section cut roughly to size being trial fitted,
The next major issue was to pull out the bend from the bumper support bracket, with the damaged bodywork removed it was possible to pull the bracket back to shape using a steel tube. The repair section also needed some work doing to it before fitting repair around the bumper bolts the lower skirt etc, It was much easier to do this before fitting. The repair section and the join on the inside of the car was then prepped by feathering the edges and tabed into place with steel brackets so that fibreglass could be appied from the inside.
The next stage will be to remove the fixings sand down the join and lay up new fibreglass on the outside.