Great steps

Weds.11.10.06. True to form, Colin arrived unannounced to continue to work on the underside of the chassis. Those tasks completed, with typical methodology and precision, his attentions were drawn to the fixing of the petrol tank.

Having previously designed then constructed the rear section of the chassis the final fixing of the tank had been considered, but only provisionally. There are six fixing points on the tank but only five on the chassis cross members, consequently Colin first fabricated then welded another bracket to complement those of the tank. Spiralux ‘nutserts’ were introduced into the rear chassis section to retain the tank in the correct position. ‘Nutserts’ possess a threaded centre contained inside a tube. Having drilled the location for the nutsert it is then forced into the cavity where a bolt can be used to fasten the two components together. This system will allow the tank to be easily removed, if necessary, but also guarantees a firm, rigid and fixed position.    

The main objective for the afternoon was to dry build the drive train. The engine block was first bolted to the new rubber mountings which were then in turn connected to the reversed front turrets. The overdrive box was then added, the bell housing dropping perfectly into the newly cut section. 

The rear gearbox mounting plate rested neatly on the chassis centre reinforcement joint leaving 38 and 3 eighths inches from the face of the overdrive gearbox outer hub assembly to the differential universal joint drive flange; but this now has implications on the length of the prop. Predictably, another problem will arise because the wheel studs on the present 4:11/1 diff have 3 eighths centres whereas the gearbox centres are 5 eighths, as a result the correct flanges will need to be matched to the prop. After consultation with Big Max plus thorough reference to the workshop manual we have discovered that it is possible to solve all of these discrepancies. Prop shaft sizes can vary, dependent upon the model; from 37, 38 and 38 and 3 quarters inches. A 38 inch prop would be the exact length for the Burlington. The rubber engine mountings could then be placed on the outside, instead of the inside, of the turrets to be adjusted using the slotted fixing bracket: this would then absorb the 3 eighths tolerance in the gap. This shortfall could also be addressed by adding extra spacing washers on either end of the Hardy Spicers. The incompatibility of the flanges can also be easily rectified by cutting and welding the appropriate size of flange to the outer hub assembly of the amended prop. As before these minor problems are never insurmountable and in many respects the total drive train has fitted very comfortably to the vehicle, as if it were specifically designed for the purpose.

No one could have imagined how spectacularly successful the alterations and positional relocation of the drive train could have been. Gaining the extra inches by pushing the engine backwards was an achievement in itself, the overdrive box dropping in perfectly and securely is a huge benefit plus the improbability of the prop shaft being the exact length have all been unexpected, but most welcome surprises.

This might well become a landmark day. Crack open another tin of chunks.