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I Spent some time over the weekend assisting Dave in fitting the doors to the rebel. It also meant I got to see some of the stuff that had been going on since the last time I saw the car, like the overcarpets and shiny chrome exhaust trim!
Door fitting can be an awkward process if you want to make a decent job of it and get the top, bottom and swage line all to look good!
New stainless air vents.
Chrome exhaust trim.
Hinges have had new pins made in 8mm stainless bar as the old ones were found to be rusted through.
Door frames painted
Trial fitting a fixed quaterlight
Door frames go in,
Door frames had new drop glass felt fitted, the quaterlights were sealed with black polyurethane sealant which has been very effective on the Scimitar.
New Quaterlight base rubber,
With the frames in the winder mechanisms and door locks were reconnected,
We then fitted some new british made tex door mirrors . We have replaced the old style door mirrors because they were sh*t.
We were very pleased with the way the top frames fit, it took some time to get them right but is now probably a bit better than the standard achieved by reliant.
A few photos of My GTE and Dave’s rebel, I’m hoping to get the Scimitar respayed by the same sprayer who did the rebel later this year.
These last couple of photos are a sneak peek at the new seats for the rebel which are currently being made 8) .
The plan is to carry on and finish the cosmetic stuff on the rebel and then concentrate on getting the race engine sorted towards the end of the year
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.
These photos show the geaprbox and overdrive coming out to change the clutch release bearing. While the gearbox was off the leaking tailshaft was resealed, the gear linkages were also setup again. I also had a couple of replacement bushes made up for the bottom of the gearstick/pivot arm as the old ones were pretty worn and disintegrating and replacements dont seem to be available.
Also while the gearbox was out the solenoid and oil filter were changed in the overdrive. I but forgot to take any photos of this!
Refitting the tailshaft cover:
Speedo drive gear, not sure why I took this photo as we never did anything to it.
Box on the bench after refitting solenoid and filter.
On the way to refitting
New release bearing goes in.
As a result of changing the worn nylon bush and setting the link rods up correctly the gear change itself is much better, previously it had been difficult to engage first and reverse. There has been a big improvement as a result, It seems likely though that there is still room for more improvement, as the selector forks could also be worn, there was certainly a lot of metal swarf in the filter and visible in the oil drained out of the gearbox.
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.