Tuesday, 29 October 2013

They see me [not] rollin', they hatin'.

I have some more anti-roll bar photographs to present.  Firstly, the kit of parts (most of anyway):
Unsurprisingly Dave at Track Developments has done all of the work.  Interestingly this is the last major piece of fabrication work that Dave needs to do on the car.  I know that I've a couple more turning jobs for him to do and the car will be going back to Dave for set-up but this in many ways is a bit of a landmark.  I'll summarise the work that Dave has done in a separate post - suffice to say, its a lot.  

The rear bar is actually fairly complex - with special unique fabricated fittings at either end.  The front bar is a little more conventional.  I need to get all of the steel parts (drop-links etc. are aluminium) either powdercoated or plated next - I'm leaning towards the latter.

That'll do for tonight - it's been a long day.


Sunday, 27 October 2013


Not a great day yesterday; I had problems with everything I touched.

Anyway, some pictures:
Clutch cable fitted.  I need to decide whether or not to replace the crank position sensor - or just solder the wires up.
Gear-change rod - waiting on fittings/
Front ARB taking shape.


Sunday, 20 October 2013

Looks like a monorail...

It's been slow progress over the last couple of weeks, not least because Kate and I went up to Lincolnshire last weekend to watch the RGB racing at Cadwell.  We got there on the Saturday just in time for racing to be abandoned for the day due to the torrential rain and standing water on-track.  Duncan Horlor had already bumped both ends in his Spire while poor Martyn Turner was in hospital with a back injury following an accident in his MNR.  After a few greetings, I was happy to head for our B&B and a curry.

The next morning things were looking slightly brighter and we headed back to the circuit just as a patch of blue sky appeared.  We watched some excellent racing from various places on the circuit's edge; it's an outstanding circuit for the spectator.  The undoubted highlight was the RGB Class F race where Austen, Paul, Colin and Steve all led at one stage or another.  The top-four were nose-to-tail and side-by-side for at least half of the duration before Paul broke clear.  Paul also got the fastest lap which drew him level with 3rd placed Austen in terms of Championship Points.  Both drivers had won 5-times throughout the year so it took Austen's greater number of second placed to split the pair.  As Austen and his Dad, Ken, explained to me, it was the culmination of 5 years' work.  
Earlier in the day I'd spent an invaluable 20 minutes chatting to Paul and Tony Gaunt about Paul's Phoenix - his is the only current car running the same 4C8 R1 as is in my car.  The good news was that I seemed to be doing most things right in terms of the installation.  Ironically, the exception was the clutch cable where I was doing the same as Paul but, in light of issues this year (which I assume arguably must have cost him the Championship) they are changing things over the winter so that the cable runs to the engine as it does on the bike - this means a long cable and Paul also suggested that they'd move to a lighter gauge cable.  With this in mind, this became one of my jobs to start yesterday.  

The cable needs to turn through 270 degrees so it needs to be long and the bends need to be as gradual as possible.  I've also go to raise the cable above the gear-change fulcrum to avoid disastrous consequences.
The cables are spaced-off the chassis using my preferred method of hose and cable-ties.  It's light, tidy enough and does mean that things can flex a little if needed.
At the other end, an 8mm cable adjuster will terminate the outer cable.  I need to get the pedals powdercoated before I can finish it off and check that it works - I have high hopes however.

Other jobs completed yesterday include relieving the rear dampers where they were just touching their brackets and finishing off the main battery cables.
The bumble-bee finish (made using yellow heat-shrink) is there to show the marshal where to cut the cable to kill the power.  Let's hope that its never needed.

What's next?  Finishing the clutch cable, taking the propshaft back for a second time for mods, getting the oil-take off modified, cleaning the TBs, replacing a spring on the reverse motor, getting a sub-lever made for the handbrake, fitting the front calipers and pads and much, much more.

Monday, 7 October 2013


Assuming that someone has followed the build since I bought the Gemini chassis, you may remember that I pointed to to the attractiveness of the Falcon Mk2 amongst the reasons for building the Gemini.  Well, there's one for sale at present and it looks lovely to my eye.
As pretty as it is, umm... I think I'll stick with my chassis.
That is all.

Sunday, 6 October 2013

Tunnel Channel

The focus of yesterday's activity was the transmission tunnel.  The first thing that I wanted to do was to run the 7-core cable that will carry power to all of the rear lights and the fuel-lift pump.
This runs along the bottom of the tunnel then rises-up to meet the connecting cables from the fuse box and switch panel.  You can also see that the prop-shaft is in situ.  This has been a debacle.  I collected the shaft on Friday having had it shortened from the length that it was originally made to - still not sure if this was my fault or the manufacturers.  Anyway, it looks okay for length now but the 3" dia rear section is too close to the tunnel on the driver's side.  I may end-up with yet another version - I'm trying to canvass opinions on how big the tube needs to be.  It's very frustrating.
A bit more of the prop and the front-to back cables can be seen here.  I've also started to tidy-up the battery cables but need some large heat-shrink to finish the job.  I also spent a little bit of time painting the water pipe that had been welded-up during the week:
Finally, I collected the side-impact protection framework that Dave from Track Developments has put together for me.  This is now a 'Blue Book' requirement but it's left open to interpretation.  Mine has been designed to not be too rigid - it's a crumple-zone for want of a better word.
The camera angle makes it look a bit odd - it's not as bizarre as it looks.  I'll get this powdercoated at the same time as the roll cage.

This week I shall mostly be deciding what to do with the propshaft - Kate and I are planning to go to Cadwell Park on the weekend to watch the last races of the season.  Hopefully folk won't think me too weird when I ask to see down their transmission tunnel.