Fleet addition

[p.p.]

I am so happy that Mr Clements is retired - he finds time to get things done that I don't stand a chance of getting done - and once he is on to something he wont give up until its sorted - 'Stubborn Sod' - just like me I suppose - its a mutual thing and it works both ways for us - I sort the panels & paint on our cars - Keith sorts the oily bits - and I see it happening all the time with other fellow members in the club - throughout the country - it also happens in other car clubs (I have been a member of several over the last 35 years) but not to the extent that I have seen with JCC - it's just one of the things that make this club rather 'UNIQUE' - lets make sure we keep that way

YES!!! its a "UNIQUE" Club, i would be helpless in my country!!!!
LOVE THE STUBBORN SOD

A BIG THANK YOU!!!

peter

[Forumadmin]

The bushes that came from JCS for the suspension were pushed in before grit blasting and painting the lower arms. These were also sprayed inside with white grease. Fitting was much easier than taking off and all bolts were coated in copper ease grease.



The offside lower link eye had worn so was welded and redrilled to remove the 3 mm of play. There was also play in the bush at the other end but after no end of searching I could not find other bushes to compare. But I did find a new bolt for the one that had suffered during removal of the bush. A shim was made up to fit the bush as it had not worn just seemed to be the wrong size.

No play now, but the bolts were left untightened until the car is sitting on the ground.

However, I just thought I would connect up the panhard rod before retiring for my evening beer. I discovered it was hanging loose and had sheered. Now we know why it was not tight.
As you can see the rod had been 'repaired' but there was less than 1mm penetration of the weld which had been ground away anyway. How this lasted the journey in the Peak District I do not know!


I found the rest of my stock of rods but the late Javelin spare was also broken but at least it confirmed the length.

Previously in the day I had battled with fitting the new exhaust. I had to remove the centre support with the two bobbins to get it in.No easy task as the bolts had completely rusted and had to be ground off.
The pipe was then trial fitted and fouled the chassis with the bobbin support so this was trimmed. Much more fitting will be necessary as I continue backwards , I expect.

[Keith Clements]

During its outing at Goodwood the Spencer Javelin developed all manner of farts and pops and it was not Lord March's petrol. After much investigation, a lot in the rain, we gave up at the campsite and trailered it home on Richard Gane's trailer and then put Richard's Javelin back on the trailer.

Anyhow this weekend I went to investigate with the timing light to discover no mechanical advance, so suspected a weight had come off. Sure enough, a weight had somehow become detached from the rotor pivot bush. I really could not see how the weight had found its way out as there did not seem to be excessive wear.

It seemed a simple fix to unscrew the set screw under the rotor arm, but it was not to be. Chris sent me and the distributor outside the paint shop as he did not want any grease in the shop. I promptly lost the screw in the gravel outside the garage. A replacement was found but the dizzie failed to work after at least an hour of trying.

I put my spare in the ailing Javelin and the original problem went away and the engine was back to normal. Except this dizzie seemed to have a wandering advance and made a noise at higher revs. So that too came home to go on the dizzie tester.

The original dizzie showed a problem on the tester which was quickly fixed by putting a proper screw from an old dizzie into it. Its advance curve, dwell and vacuum all now worked perfectly.

The new dizzie showed a peculiar fault whereby the vacuum advance also extended the dwell considerably. It did make a noise, so the baseplate was removed and the weights were examined up to 5000rpm. Nothing untoward was heard or seen. I replaced the baseplate, it seemed the noise came from it. But I cannot figure out where from or how the dwell changes. Pictures follow.

See the tight initial advance spring and the slack secondary advance spring.


View showing the set screw that holds the rotor spindle which must allow it to turn easily.
Also see the welded extension to reduce maximum advance on this stock MG 25D.


This show the advance and dwell. Double the reading for crank degrees. Showing 65deg which is a little over recommended of 60.

Max advance which occurs at 1400rpm . Equates to 22 deg at crankshaft.

Vacuum advance added to give max of 32 deg at crank.

This shows the spring attached to the diaphragm of the vacuum unit that pulls the baseplate around to add the advance.

The rotor arm can be turned to check the mechanical (centrifugal) advance is free to move.