Fine progress!!!

Weds.12.03.08. The description of the ‘Speedograph’ pancake air filters was certainly accurate; even without close examination the inferior build was obvious. The external carcass was flimsy, crudely fashioned, the internal ‘filtering’ elements were also clumsily constructed from sponge wrapped awkwardly in wire gauze; they would not have performed as expected and would, contradictorily reduced the flow of air to the carburetion systems therefore directly affecting the performance of the engine. Earlier in the morning I had spoken to Andy at Europa who clearly explained the simple calculation required when assessing the optimum configuration of ‘Filter’ to ‘Ram Pipe’. The depth of the filter must be twice that of the ram pipe to enable a sufficient flow of air to work efficiently: in other words a depth of 8cms of filter should accommodate a pipe of 4cms. Unluckily, the depth between the outlet port of the carbs and the engine side panel, at the narrowest point, is only 6cms: but equally unfortunately, the recognised manufactures such as K and N, Pipercross and ITG do not produce the equivalent size. This turned out to be not an insurmountable problem as later in the afternoon I discovered that Rimmers are offering an upgraded K and N filter system for twin 1.5 SU HS4’s which includes a ‘stub stack’, (which I understand to be a ram pipe) therefore answering the problem. Coincidentally, the same company could solve the continuing quandary of the front springs as they also are promoting an adjustable Spax system with upgraded springs for a 1500 Spitfire. If, as we have established, the free length should be 10.5 and load a mere 90 lbs they would be perfect. The ‘proof is in the pudding’ but maybe, just maybe, Rimmers could be dragged out of the ‘fuck off’ bin.

The templates for the upper boot trim and the handbrake tunnel have been formed ready to be ‘mocked up’ for a second fitting. The French timber will be used for the trim but will be capped by a polished offset ‘T’ shaped aluminium extrusion (oddly this is the same ‘alli’ that had been used on the original car as the beading for the bonnet/engine panel joint). The internal boot lid will now be clad in leather to compliment the carpet trim of the boot itself. The addition of stainless nuts and bolts, to secure the panel, should also add to the appearance of this functional but attractive space.

The suggestion from Colin regarding the height of the seat has been addressed by cutting off the rear bracket on the runner. This now steepens the angle at which the seat base rests on the floor of the tub consequently lowering the height of the backrest to the rear quarter. As predicted the seats now sit snugly, they still operate properly on the runners giving sufficient clearance when the seats are in the forward position to allow the boot door to open fully. The mounting of the spare wheel has also been solved by the fabrication of three ‘U’ shaped brackets, located and fixed in a triangular configuration which will support the wheel when attached to the car. A further central circular plate will become the anchor point; having earlier established that there is enough space to clamp the bolt between the boot lining and the outer skin.  

To achieve this progress within one day has been exhausting as Chris’s heightened enthusiasm results in the tasks being randomly investigated, never completed, butterflying from one job to another, not really listening to alternative suggestions, simultaneously heaping blame upon suppliers and myself. He appears to always be driven by the negative criticism of absent, ignorant observers. The “Just watch, I’ll show ‘em, those doubters in the Oak, they will be laughing on the other side of their face” attitude. Although the frenetic afternoon has left me mentally drained I have managed to gather sufficient background information for many of the remaining problems that are likely to be encountered, problems that I can quietly explore at home; and for that reason alone, I should be grateful