Now we are waiting for the repaired body to come back, so anything outstanding on the rolling chassis has now been attended to.
The carburettor has been drilled and tapped for the 123 ignition unit’s vacuum sensor, I’ve got a fitting for the oil temperature gauge to install and a pressure pick-up under the oil filter. These are to feed to additional instruments which are going to be installed The new dash panel is starting to come together, with the shape cut out and switch / instrument positions drawn on. Before proceeding too much further, this needs to be trial fitted into the body.
New versus original. The replacement dash will utilise toggle switches and a more comprehensive range of instruments.
Rolling chassis with all the mechanical components, engine electrics and bumpers installed
Well last blog entry was at the end of March, and with having been away for 2 weekends including the Stafford Bike Show, progress has been rather slow. The body has now gone off to Andy Price,
who is looking forward to working on his first 2CV for a long time. I’ve known Andy for a long time as I used to coach his boys Rugby long ago at Bromyard Rugby club. I went to ECAS parts in Stafford to pick up 2 full floor panels, 2 front lower bulkhead panels and 2 rear wing seat belt mounting repair sections. I took the body, shoved into the back of our works Vauxhall Movano van, with the panels so Andy has the bits to start, after he has finished an Alpha Sud which he has in for some minor repairs.
You can see from the pictures that the rolling chassis is coming along, (thanks to Pete Sparrow for the use of the spanners for the spring mounts) I have been busy painting the engine parts, and have fitted new brake discs and pads. Also you can see on the floor plan I have new brake cooling ducts and moulded rocker cover gaskets to fit. The carburettor has been cleaned up and I have a larger main jet to fit (better with modern fuel), I also have to drill and tap it for the vacuum feed for the 123 Evo ignition module which I have previously fitted see http://www.holden.co.uk/displayproduct.asp?pCode=030.812
Rolling Chassis, now virtually complete
Engine cowling and manifolds painted with POR-15 products
Refurbished rear suspension assembly and fuel tank
Jeremy’s model (The AHP 294B) features the original Ford 4.2 Litre V8 engine. It made its debut at the 1964 Geneva Rally, just three months after it was registered, where ‘Tiny’ Lewis and Barry Hughes took the controls and edged the car to victory. Heralded as the most campaigned of the seven Tiger models, highlights for this particular car include being driven by Maurice Gatsonides in the 1965 Monte Carlo Rally, as well as by Peter Harper in the 1966 Monte. Other successes include a spell of endurance racing at the Zandvoort circuit, shattering Dutch National Records in three, six, 12 and 24 hour categories where it averaged a speed of 75.47mph over the course of 23 hours, despite regularly pulling into the pit lane to be topped up with water. The car so impressed Gatsonides that he christened it “Thunderbus”.
In 1965, AHP was forced to retire from the Alpine Rally when the car caught fire. A rear brake shoe failed and the resulting debris damaged the hydraulics sending a jet of highly flammable brake fluid onto a hot brake drum with inevitable results. In the ensuing blaze, all the fire extinguishers were used up to quell the flames and the resulting damage is part of the reason why the car was returned to the Competition Department at Rootes for a full rebuild.
Despite lying unused in the 70’s & 80’s and being prepared for classic rallying in the early 1990’s, a full (FIA spec) rebuild by HardyHall Restorations was needed. AHP is now in fine fettle and still retains many period competition features including the 288 limited slip diff, the long-range saddle tank fitted in the boot, quick-rack steering, the original works hardtop badged “1966 Marathon de la Route”, period Halda rally instruments and the fly-off handbrake specially made for Peter Harper to aid his cornering technique. Indeed all the interior trim is original, including the driver’s seat which was specially tailored to suit Peter Harper’s long-shanked frame. The car has undergone restoration and Jeremy is looking forward to competing in it at the Tour Britannia Race Series this month.
Time has definately passed since the last news of the Tiger rebuild. However, the painted shell has been quite literally descended on by a great collection of parts that have been carefully restored during the period whilst the shell was away. Some parts were done by Jonathan and team at Hardy Hall, some here in our own workshops – mostly things electrical – and others by outside specialists – brake calipers, rear axle etc etc, The car has now reached the stage where, it looks reasonably complete – Shiny bits are back on, dash and instruments installed, what trim there is reinstated, and most importantly front suspension and rear axle installed. The car is now in a position where it can sit on its own wheels and be moved – indeed it is imminently heading to Vehicle Wiring Services (www.vehiclewiringservices.co.uk) who will manufacture and install the wiring loom. All we are needing now is the engine and gearbox – which currently is waiting for a set of pistons!! The deadline is looming……….
The new chassis is now getting a little heavy on Jan’s Dad’s old wooden trestles.
The rear is now finished with its new brake pipework, grease, and a lick of paint.
The springs are on, but I’m having difficulty doing up the inner 26mm nuts, as it seems to me I need a very slim spanner (which I haven’t got)! The front suspension arms and steering are on, and it’s had a first lick of paint…2 coats to go.
I’ve got a nice new box of bits from ECAS parts (www.ecas2cvparts.co.uk) including new front brake discs and pads,
so we’ll soon start to move the engine and gearbox over, but I’ll have to sort the Trestles first!
On the pictures note the new “R7″ type fuel hose we sell which has a very high ethanol resistance, and the shiny new stainless steel large clip, and new 1/4” bore copper fuel pipe from rear to the front. You can also see my 2 clips of professional Draper sockets….the type that presses on the flats not the corners so I’m not knackering up any of the nuts and bolts.
You may remember from an earlier post that lurking around here there is a small green 2CV van – a wrinkly bonnet type equipped with a 425cc twin cylinder air-cooled engine – which is currently with Herefordshire 2CV guru Pete Sparrow being fettled. Well, investigation of the rest of the vehicle has commenced whilst the engine is away, and removal of a distinclty home-made floor plate has revealed the original floor – or rather a lack of one!!
Fref Flintstone’s 2CV!!
Prep and Paint
At the weekend I started to clean off the rear suspension units using an angle grinder and wire brushes see http://www.holden.co.uk/displayproduct.asp?pCode=092.229 and http://www.holden.co.uk/displayproduct.asp?pCode=095.080
Then using Por15 I’ve cleaned prepped and painted the exhaust and started the rear units. Por15 paint wont come off the skin so I’ve used draper latex gloves, and my new tub of Rozalex hand cleaner, which is so much better than washing up liquid!
Starting with Metal Prep to ‘Key’ the surface
2 Coats of POR-15 Rust Preventative applied
Finished cross tube and arms
Exhaust system had the same treatment