Black Bush

Fri.08.09.06. During the morning I contacted ‘Super Flex’ to source the cost of the polybush kit that the car requires. Far more common on modern competition vehicles these units were practically unheard of when the ‘Triumph’ was first engineered. I spoke to a knowledgeable guy called Chris who explained that it is necessary to have different tolerances and flexibility of bushes dependent upon their position within the car: much more rigid bushes on the wishbones and steering rack, conversely a more pliable composition of bush on the shock absorbers. The total quoted price was £168.90 including vat and trade discount. The quality of the bushes should greatly increase the stability of the vehicle, not merely a cosmetic option they should prove to be money well spent.

Colin has assessed the inconvenience against the advantages of re-locating the power unit. After a series of calculations when measurements were taken, chalk marks scribed on the crucial areas of the chassis, the prop shaft lifted into position and, finally, the differential bolted into place it was concluded that everything would function properly, confirming that this modification would indeed be a monumental engineering advance. A larger cut on the chassis would also enable the additional bulkier overdrive module to be incorporated within the drive train, another preference that had previously been discussed.

The marine ply engine side panels have been taken to Andy to be covered with 2mm gauge aluminium. Folds will be made on the top and bottom edges whilst both the front and rear ends will be left ‘proud’ allowing them to be bonded whilst in ‘situ’.    

With the passing of each week the car promises to be quite wonderful, but the deadline cannot now be met, nevertheless, I am confident that the eventual outcome will be worth waiting for.

Mon.11.09.06. The definitive requisition to Rimmer Brothers has eventually been perfected; to be confirmed tomorrow. The order includes all of the new components that should enable the car to be completed. A left hand drive steering rack, a Spitfire wiring loom and braided brake pipes are a specialist order but the remainder which includes all of the replacement wheel bearings, starter motor, alternator, regulator box, plugs, points, high tension leads, solenoid, brake pads and discs, anti roll bar and fitting kit, master and slave cylinders, Borg and Beck clutch, brake callipers and trunnions, water pump, thermostat and housing, engine and gear box rubber mountings, Spax adjustable shocks front and rear, all the fuel lines and chassis fittings. The engine block also requires new bearings plus piston rings. Having previously been bored out to +30 the corresponding rings and bearings need to be purchased, namely, -20 for the big end and -10 for the main bearing. There still remains a question mark over the cylinder head, whether or not to upgrade with larger valves and carburation for increased torque or to replace like for like: a decision can be made at later date when all of the potential advantages have been thoroughly assessed.

The final question that was asked of Martin, another Rimmer Brothers contact, alongside Chris, Dave, Andrew and Richard, concerned the provenance of the chassis. The plaque that was screwed to the box section was in fact the factory ID and not the actual chassis number. Not knowing this could put the entire project in serious jeopardy. The DVLA are in possession of the log book, which is the only source of accessing the number. If they refuse to return the log book there is no way of supplying the number to the local inspectors, who need to verify both engine and chassis number before the vehicle can be approved. We could be in deep shit. I shall phone tomorrow to request the return of the book. I look forward to a sleepless night.