Mon.21.08.06. The final dry re-build began today. Immediately into the assembly a problem arose when the new engine panels were fitted: these are the second version of the first, the new copies of the old deemed to be too thin, badly cut and flimsy. They are, predicatively, much stronger, being cut from 15mm thickness marine ply as opposed to the10mm of the originals. But it is the depth and length of the panels that have exposed several complications. When fixed, the front wings sit too low causing excessive stress to the steel mounting brackets. Consequently, the nosecone has shifted to a position preventing the bonnet from matching up, creating an unwelcome gap of 5mm.
These sturdier engine panels have caused serious ‘knock on’ effects to the correct site of the front body panels. Chris believed adjusting of all the other components around the engine panels was the solution. My opinion was that, if the wings, nose cone and bonnet fitted perfectly to the original ‘Brockbank design’ I suggested that logically, we should attempt to amend the new engine panels and not the four other dependant parts. The debate continued for what remained of the day as the wings, nose cone and bonnet were adjusted, altered, drilled, hammered, screwed, shaved, cut, coaxed, fitted, re-fitted, bolted on, bolted off, lined up, eyed up, fucked up.
Today I have had enough.
Tues.22.08.06. I reluctantly dragged myself to the workshop only to find that the steel brackets that hold and support the leading edge of the engine panels were bolted in place forming a solid foundation upon which the panels, wings, nose cone and bonnet would be attached. “I think I have found out what’s wrong” Chris, excitedly claimed, pointing to a wooden strut firmly linking both of the steel brackets. I also noticed that there had been some minor reduction of the inner leading edge allowing the panels to fit snugly within the brackets. This, I assumed, would facilitate the precise fitting of the front wings and nosecone. Once attached the entire front end of the vehicle was tremendously sturdy. The temporary wooden strut had created the final fourth piece of the ‘rectangle’ that was the engine compartment.
The wings and nose cone had been attached using the existing boltholes indicating that the build was going well. It only remained to lift the bonnet into place and the complete front end of the car would be there to admire. Of course, the bonnet would not behave itself refusing to sit properly visibly out of alignment with the rest. Instantly this raised doubts over the validity of the other panels.
Again, I attempted to refer to the discussion that had taken place the day before relating to the initial challenge caused by the new engine panels. In particular, how and where they would actually join the body tub, as this assembly directly affects the other build considerations. “It is fundamental and crucial they mirror the ‘Brockbank’ design exactly. Every other measurement has been based upon that ‘model’ if they do not correspond we shall never be able to assemble the remaining parts accurately?” I offered, pissing in the wind.
I continue not to really understand the stubbornness of Chris. Nevertheless, the solution he had chosen was to spend the following four hours adjusting the placement of the wings, nose and bonnet, just as we had done the day before.
I suggested, again repeated, that, because the engine panels were eventually intended to be permanently bonded to the tub it would be wise to complete that exercise before contemplating the definitive fitting of the wings, nosecone, bonnet, etc… but at this point selective deafness had crept in; I had suddenly become invisible. We have experienced two dreadful days of delays due in part to intractable self inflicted problems. I sincerely hope that these additional drawbacks can be overcome, as a result be justifiably proved wrong, but nevertheless I don’t think the car will be ready for the Beaujolais run.
Sometimes it is better to stay at home and stare at the walls.
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