Monday 31 May 2010

Bank holiday weekend = progess

Back from Peru, we'd been waiting about a month to make any progress - partly from being away for two weeks, partly waiting for Peter to be able to come and replace the chassis rail that I'd chopped out and to drop off some more parts - so I was itching to get started again. Fortunately, Peter was able to pick the chassis up and return it the next day in time for the bank holiday weekend. Big thanks to Ben & Catherine for helping push it up the drive. Peter replaced the chassis rail, modified the rear of the chassis slightly to adjust the angle of the panel that will form the back of the car, and also helpfully bolted in my gearbox mount for me.

Rich trial fits the nosecone and grille.

Peter also pointed out why the engine wouldn't sit properly in the chassis, which had been bugging me: turns out the donor car, which was sold to me as a standard 328, was not particularly standard. As well as having the rear axle from an M3 (i.e., limited slip diff, M3 brakes, hubs and driveshafts), and a modified steering column (more on this in a bit), it had a 5-series gearbox. (We think it's from a 5-series - it's larger than the M3 gearbox, so that's the obvious candidate, but we're not really certain). Not really sure why, as the engine appears (mostly) standard, so, sadly, it probably isn't because the engine is delivering more power than the standard box can take. That said, the engine (inevitably) isn't completely stock - it does appear to have a larger than standard throttle body, which should be good for a few more horsepower (I believe stock is 64mm diameter; mine appears to be around 68mm). I'm pretty sure the box does originate from the 328, as the gear linkage has been shortened to fit a 3-series... very odd. Peter suggests that maybe they wanted different ratios for race use... but who knows? I'd really like to know the history of the donor car - what was modified, and what, if anything, was standard...

So, Saturday's job was to trim the gearbox down to fit, since it had some extra flanges which were contacting the side of the gearbox tunnel, and also the side of the pedal box, and preventing the engine from sitting as it should. I hooked up the engine crane, hoisted the engine out a foot or so, ground off the flanges, and put the engine & gearbox back. They now sit nicely with about 5mm clearance where they were touching the panels before. Then I got the hoover out and had a go at hoovering up the vast amount of aluminium dust created, with partial success.

Sunday: Peter had also noticed that the clutch pedal had gone in the wrong way round - this is (a) not my fault, as it came like this, and (b) not as obvious as it sounds, as the pedal had been mounted on the opposite side. I removed the pedal box (lots of bolts, annoyingly) and swapped it round. While I was on the easy stuff I also bolted in the handbrake and compensator attachment.

Next I sorted out all the brake and clutch hoses while Peter's explanation of where they all went was still fresh in my mind. This was fairly painless, although the gearbox had some extra gubbins where the hose needed to attach, which I removed. I started to put the steering column in, but, after discussion with Peter, realised that it wouldn't fit, because, like everything else from the donor car, it's been modified. An extra clip had been welded on, which I removed with the angle grinder. We have no idea what this might have been for.

The chief technician inspects the mysterious clip (on top, centre, looks a bit like a bent fork running parallel to the shaft) welded onto the steering column.


After further investigation, I decided that it would need an extra pair of hands to get the steering column in, so I left that for Sunday, and instead took the steering rack off, and stuck the compression springs on. I experimented with putting the IVA shrouds on it, but couldn't figure out how to make this work. That can wait for now.

Monday: Rich came over to help, and we set about sorting out the steering column. Clearance was fairly slim at two points on either end of the column, so getting the position of the steering column support bracket exactly right was very important. Eventually we found a position that gave good clearance, and got the bracket in place. We also enlarged the hole in the bulkhead, so that the column could pass through it nicely. That done, we tightened everything up... to discover that everything was mysteriously locked up and wouldn't turn. Fortunately, after a brief panic, Rich remembered the steering lock. We turned the key and everything was fine again. The steering has turned out rather well - it's very smooth, with no slop at all.

Steering column support bracket - note enlarged bulkhead hole, and bolt in need of trimming which currently catches on the engine.

Rich disappeared at this point, leaving me on my own to install the fuel pipes. These went in easily, the second more so, having been sprayed with a bit of silicone lubricant to help the hose from the engine slide onto it. I stuck jubilee clips over the join and cable tied it all up.

Fuel pipes running down passenger side of centre tunnel.

Finally, I turned my attention to the alternator, which had been slightly damaged. The plastic part which was supposed to separate the two terminals and prevent any accidental contact had snapped off, along with some plastic around the edges of the terminals. Given the amount of current involved, I was keen to avoid any short circuits here, so managed to bodge some replacement bits out of an old flowerpot and some glue. It worked surprisingly well.

Bodged alternator terminal housing.

All in all, a fairly productive, if tiring, bank holiday weekend.