Early Javelin Restoration
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Chris Spencer
- Posts: 1937
- Joined: Sat Oct 24, 2009 8:45 pm
- Your interest in the forum: Jowett Restoration Specialist
- Given Name: Chris
- Location: Hampshire. UK
Re: Early Javelin Restoration
New sections welded in Cleaned back
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37 Jowett 8 HP - In many parts
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
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Chris Spencer
- Posts: 1937
- Joined: Sat Oct 24, 2009 8:45 pm
- Your interest in the forum: Jowett Restoration Specialist
- Given Name: Chris
- Location: Hampshire. UK
Re: Early Javelin Restoration
A fabric edge bead had used been between the inner & outer wings - in turn this had retained moisture leading to the perferation of the inner wing And from the inside
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Last edited by Chris Spencer on Wed Feb 27, 2013 9:43 pm, edited 1 time in total.
37 Jowett 8 HP - In many parts
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
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Chris Spencer
- Posts: 1937
- Joined: Sat Oct 24, 2009 8:45 pm
- Your interest in the forum: Jowett Restoration Specialist
- Given Name: Chris
- Location: Hampshire. UK
Re: Early Javelin Restoration
In order to retain the shape in the rear shroud panel - the perferated area was cut out and replaced in sections I marked the location of the captive nuts that retain the rear wing and drilled / spot welded these to the repair section before welding the section in place
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37 Jowett 8 HP - In many parts
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
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David Kemp
- Posts: 628
- Joined: Sun Mar 09, 2008 1:18 pm
- Location: Brisbane ,Australia
Re: Early Javelin Restoration
Love watching the progress. Looking forward to seeing all metal work done , & a photo before paint.Keep up the good work.
Good memories of Bradfords.
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Forumadmin
- Site Admin
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Re: Early Javelin Restoration
Silcone sealant had also been used when the wings were last taken off. Whether this was to seal the holes that were already there or were instrumental in accelerating the rust worm we cannot tell. Of course, this sealant had to be removed to allow the grit to blast the rust away to reveal a useful sieve of holes. As flood light trained on the area quickly revealed where the worm had eaten through. Time and energy was not wasted on cleaning up areas that were obviously destined to be replaced.
This is the next job.
This is the next job.
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Chris Spencer
- Posts: 1937
- Joined: Sat Oct 24, 2009 8:45 pm
- Your interest in the forum: Jowett Restoration Specialist
- Given Name: Chris
- Location: Hampshire. UK
Re: Early Javelin Restoration
More progress on the inner rear wing with the outer wing mounting sections all but complete Some minor rusting through of the section against the support rail was sectioned out With new metal let in
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37 Jowett 8 HP - In many parts
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
-
Chris Spencer
- Posts: 1937
- Joined: Sat Oct 24, 2009 8:45 pm
- Your interest in the forum: Jowett Restoration Specialist
- Given Name: Chris
- Location: Hampshire. UK
Re: Early Javelin Restoration
Last area on inner wing was the rear bumper mounting This had been the subject to a previous repair and looked ok until sectioned to find more overplating of rust Rear of the sectioned plate
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37 Jowett 8 HP - In many parts
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
-
Chris Spencer
- Posts: 1937
- Joined: Sat Oct 24, 2009 8:45 pm
- Your interest in the forum: Jowett Restoration Specialist
- Given Name: Chris
- Location: Hampshire. UK
Re: Early Javelin Restoration
The inner sections of the mounting had been over plated from within the tool tray which is a divided compartment in the boot area The rear supporting panel that the tool tray lid is mounted off had suffered from rusting out along with previous overplating to the leading edge of the tray floor
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37 Jowett 8 HP - In many parts
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
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Chris Spencer
- Posts: 1937
- Joined: Sat Oct 24, 2009 8:45 pm
- Your interest in the forum: Jowett Restoration Specialist
- Given Name: Chris
- Location: Hampshire. UK
Re: Early Javelin Restoration
The tool tray was going to make for difficult access to the repair areas - but with the supporting panel requiring repairs to the length of leading edge I decided to cut it out and repair it off the car - this in turn would give me the access required to the repair areas The closing panel J section was also carefully removed and set aside
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37 Jowett 8 HP - In many parts
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
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Chris Spencer
- Posts: 1937
- Joined: Sat Oct 24, 2009 8:45 pm
- Your interest in the forum: Jowett Restoration Specialist
- Given Name: Chris
- Location: Hampshire. UK
Re: Early Javelin Restoration
The rotten sections could now be removed Care was required in cutting back the sections has many of the panels overlay each other
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37 Jowett 8 HP - In many parts
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
-
Chris Spencer
- Posts: 1937
- Joined: Sat Oct 24, 2009 8:45 pm
- Your interest in the forum: Jowett Restoration Specialist
- Given Name: Chris
- Location: Hampshire. UK
Re: Early Javelin Restoration
The supporting rail was very thin and in holes for a small length so this was cut out and new section welded in Result of the cut out sections
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37 Jowett 8 HP - In many parts
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
-
Chris Spencer
- Posts: 1937
- Joined: Sat Oct 24, 2009 8:45 pm
- Your interest in the forum: Jowett Restoration Specialist
- Given Name: Chris
- Location: Hampshire. UK
Re: Early Javelin Restoration
Meanwhile Keith had been busy with the grit blaster and is now getting parts cleaned up checked / repaired and into primer
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37 Jowett 8 HP - In many parts
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
52 Javelin Std 'Taxi Livery'
52 Javelin Std Patina project
52 Javelin Std Sports project
52 Jupiter SA - Original car - full restoration project
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Keith Clements
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- Your interest in the forum: Jup NKD 258, the most widely travelled , raced and rallied Jowett.
- Given Name: Keith
- Contact:
Distributor
Whilst all that was going on in the body shop, I had started to check out Peter's distributor. First I set up the dial micrometer to check wear in the cam which was bad having 35 thou of play. That play is made up of wear in the two bearings in the drive shaft and the wear in the two bearings in the advance mechanism and cam extension. So I went through all my spares and selected one with 8 thou of play. This body was cleaned up in the soda blaster and polished on the polishing wheel then painted with gun metal wheel paint.
This is a good explanation of distributors http://www.austin7.org/Technical%20Arti ... 0Set%20up/. This a list if you want to find equivalents http://www.starchak.ca/tech/pdfs/lucas.pdf and test to make sure they are still functioning to the correct curve. There are 6 dizzies for Jowetts listed.
Service number Model
40121A/H DKY2A
40197A/B DKY4A
40317A DM2P4
40318A/B DVXH4A
40347A DKY2A
40795A 25D4
Whilst trying to get rid of wear in the max advance holes the TIG welder stopped operating. This was traced to a wire that had broken, similar to the alternator lead in Germany on our epic Baltic tour, where either the solder had hardened the copper or the lead was badly stripped. Anyhow as a result at least two of the bank of semiconductors in the inverter blew up. So back to Parweld on Monday to see what thier after service is like. To add to the misery the new soldering iron I had bought also had a part missing. Anyhow the solder sucker did work so I was able to replace the wire into the circuit board but the machine still did not function. Undeterred we used the MIG to effect the repairs to the dizzie and make the hole round again. After filing the hole was cleaned up using a 9.5mm drill.
Then I checked the weights of all the advance weights (Lucas Part 418321). They are supposed to be all the same which is between 46 and 47 gms. One in Peter's distributor was 43 the other 46. I will not use Peter's distributor as it is a 40244D (as fitted to a 51 Ford Consul) with a very worn 7 degree max advance (as well as being worn). Note that the engine did pull well so this may well be delivering a good advance curve. Hence it was then put on the dizzie test rig. More later as I now have to go to watch Sarries (rugby) go to the top of the league (I hope).
Update.
Sarries won and are now top of the league.
TOPIC Pictures are now loaded into the Gallery here.
These also show selection of working vacuum pump units. Two out of four failed the simple hold vacuum and operate test. I guess we may need to source some new units as the rubber in them is 60 years old! The quantitative test using a pressure gauge and the advance curve tester are to be done when reassembled, as will the selection of spring length and tension and check on max advance.
This is a good explanation of distributors http://www.austin7.org/Technical%20Arti ... 0Set%20up/. This a list if you want to find equivalents http://www.starchak.ca/tech/pdfs/lucas.pdf and test to make sure they are still functioning to the correct curve. There are 6 dizzies for Jowetts listed.
Service number Model
40121A/H DKY2A
40197A/B DKY4A
40317A DM2P4
40318A/B DVXH4A
40347A DKY2A
40795A 25D4
Whilst trying to get rid of wear in the max advance holes the TIG welder stopped operating. This was traced to a wire that had broken, similar to the alternator lead in Germany on our epic Baltic tour, where either the solder had hardened the copper or the lead was badly stripped. Anyhow as a result at least two of the bank of semiconductors in the inverter blew up. So back to Parweld on Monday to see what thier after service is like. To add to the misery the new soldering iron I had bought also had a part missing. Anyhow the solder sucker did work so I was able to replace the wire into the circuit board but the machine still did not function. Undeterred we used the MIG to effect the repairs to the dizzie and make the hole round again. After filing the hole was cleaned up using a 9.5mm drill.
Then I checked the weights of all the advance weights (Lucas Part 418321). They are supposed to be all the same which is between 46 and 47 gms. One in Peter's distributor was 43 the other 46. I will not use Peter's distributor as it is a 40244D (as fitted to a 51 Ford Consul) with a very worn 7 degree max advance (as well as being worn). Note that the engine did pull well so this may well be delivering a good advance curve. Hence it was then put on the dizzie test rig. More later as I now have to go to watch Sarries (rugby) go to the top of the league (I hope).
Update.
Sarries won and are now top of the league.
TOPIC Pictures are now loaded into the Gallery here.
These also show selection of working vacuum pump units. Two out of four failed the simple hold vacuum and operate test. I guess we may need to source some new units as the rubber in them is 60 years old! The quantitative test using a pressure gauge and the advance curve tester are to be done when reassembled, as will the selection of spring length and tension and check on max advance.
Last edited by Keith Clements on Sun Mar 03, 2013 11:51 pm, edited 2 times in total.
skype = keithaclements ;
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Keith Clements
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- Joined: Wed Feb 08, 2006 11:22 am
- Your interest in the forum: Jup NKD 258, the most widely travelled , raced and rallied Jowett.
- Given Name: Keith
- Contact:
Front Suspension Part 2
The front suspension parts shown all need work. The king pins have wear so Drummond is going to try turning down and fitting oversize bearings. Failing that we will get them metal sprayed and ground down.
The oil reservoirs needed a lot of work as the lead seal on the back plates of both were cracked and leaking. Hence why the shafts were badly worn as they have not had oil for years. Any way if they had not been cracked the rubber O rings were non existent which was the reason for yet another severe banging sound in the front suspension. The cracking was caused by both having been bent in impact damage previously reported in this topic, so those bends were flattened, before re-soldering all the joints.
All the pictures from the TOPIC front suspension investigation and rebuild are here.
But here is the one showing a typical crack revealed after cleaning and grit blasting.
The oil reservoirs needed a lot of work as the lead seal on the back plates of both were cracked and leaking. Hence why the shafts were badly worn as they have not had oil for years. Any way if they had not been cracked the rubber O rings were non existent which was the reason for yet another severe banging sound in the front suspension. The cracking was caused by both having been bent in impact damage previously reported in this topic, so those bends were flattened, before re-soldering all the joints.
All the pictures from the TOPIC front suspension investigation and rebuild are here.
But here is the one showing a typical crack revealed after cleaning and grit blasting.
skype = keithaclements ;
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Keith Clements
- websitedesign
- Posts: 3968
- Joined: Wed Feb 08, 2006 11:22 am
- Your interest in the forum: Jup NKD 258, the most widely travelled , raced and rallied Jowett.
- Given Name: Keith
- Contact:
Gearchange
TOPIC The pictures of the gear change rebuild effected by Drummond are here
There was some play but not excessive. However, nothing but perfection. Sixteen new balls (50374) between thrust rings 52636 and only four along the column 50339 were fitted and the lock ring 52634 repositioned to take up wear by re-drilling locating hole. We did try fitting a washer/shim to take up the last bit of wear between circlip 50338 and spring 50334 but decided against it.
There was some play but not excessive. However, nothing but perfection. Sixteen new balls (50374) between thrust rings 52636 and only four along the column 50339 were fitted and the lock ring 52634 repositioned to take up wear by re-drilling locating hole. We did try fitting a washer/shim to take up the last bit of wear between circlip 50338 and spring 50334 but decided against it.
skype = keithaclements ;