Great SC rebuild.......

[Forumadmin]

Hopefully this will not turn into a 30 year blog! Over the coming months I will let you know progress and provide some pictures in an attempt to capture the moments when Amy and Jack assist in putting the car back together after a 30 year delay.

This evening we did some sand blasting of parts and fitted the prop shaft and the brake lines. I had to make up some keys for the propshaft as they had 'gone missing'. Also had to make the bolts that hold the prop shaft rubbers to the chassis. I do not know how tight you should compress these rubbers. Anybody know?

[Forumadmin]

More questions. Jack has now finished petrol pipes and brake lines (just waiting for master cylinder piston).
Spent the weekend aluminium welding all the small holes, breaks and old fittings holes for indicators etc.

Major aluminium work to be done perhaps this weekend as I have ordered a couple of sheets of 1.5mm H22 as the boot especially is beyond repair.

I cannot understand the stone guard set up under the bonnet. It does not seem to be like the two I know. There is just one comma shaped piece that seems to fit above the wheel about 400mm long.

Also has anyone a picture of how the battery fixes. The holder seems to have gone AWOL.

[Forumadmin]

Bill Maris made me some sleeves to fit the new Spax shockers as the eye bore was 12.3mm and not 7/16inch. Found I was out of 7/16 bolts so ordered Fes supplies' last stock of them. Worth stocking up all BSF bolts and nuts as they are getting rarer and expensive (Namrick are charging over £6 for one!). 'Bernie the bolt' has better prices.

[Leo Bolter]

Keith (and all),

My car came with what I believe were the original factory made stone shields (front and rear) which I reproduced for my car's rebuild. But, having never seen a SC I don't know if they are the same design or use the same method of fitting . . . You will of course know what the difference is (if any).

Anyway, what I'm getting at is that I can supply images of the ones on my car if you want them, Keith.

My car is not accessible at the moment, but from memory the front ones would be about (very roughly) 600mm long x 140m wide, made of aluminium and are shaped nearly horizontal at the rear and curve downwards towards the front. Following the line of the guards. (Yes, the side view is like a tipped over comma!). They have a couple of wheeled in grooves along the length of them to make them more ridged. There are 3 or 4 brackets that support them coming from the guard bolts. They are mounted a short distance from the underside of the bonnet/guards.

Let me know very soon if you want piccies taken as I'm off to Auckland for about 3 weeks on Friday 14th August (yes, I'll be taking my iMac . . I can manage without food, but I can't do with out that).

Nah . . I'm going to be really working . . . transferring many ancient and irreplaceable, historical family video tapes to DVD.

_____________________________________________________

The following is more than a bit "off subject" I know, and addressed to all forum members. But . . .

Make sure your heirloom VCR tapes are transferred to DVDs . . . and soon. It's amazing how some of my older ones have deteriorated . . . even though they were mostly recorded to high priced "master quality" tapes at the time! The video tapes recorded in 1980 are very sad.

Here endeth the lesson for today!

Regards to all.
Leo

[Drummond Black]

What's the target completion date , Keith ????

[Forumadmin]

I have just gone back through the Jowetteers to help in estimation......


Here is the text found, IT MAY GIVE YOU A CLUE.



For those of you who were too shy to come to the GREAT SC STRIP SHOW here is a report on progress.

PART I: 7 June 1981, 12.00 — 18.30h

Those present — Wes Meneely, Ray Milton, Bill Lock and John Walker, together with myself and my father, Alf (who was visiting for the weekend before setting off on holiday) - attacked the SC with enthusiasm.
Wes removed the hood end trim, whilst Ray removed and stripped the boot lid. All the chrome was removed except the petrol cap. This refused to succumb to the combined persuasions of Wes with Stilsons and Bill on strap wrench - even after heat and easing oil had been applied.
During this time Jenny kept glasses topped up from our stock of home brew.
Next to be tackled was the windscreen, followed by the bonnet.
By this time it was about 3pm so we had a break for food, washed down with yet more beer, and planned the next move.
We all set to with renewed gusto (or something). Wes and Bill took every thing off the bonnet - any reluctant bolts were helped with a grinderette.
The steel bits of the bonnet were taken by Bill to use as patterns for Ferroll.
Meanwhile, Ray was pulling up the floor with an impressive lead hammer and impact screwdriver whilst John was disconnecting various things from the bulkhead and Alf was stripping the doors.
By this time there became apparent a certain loss of brain function and even manual co-ordination. The cause can only he guessed at. We decided to wash and discuss what to do next over — a cup of tea!
Note from Jenny: They were all very behaved and seemed even to enjoy themselves Can you imagine Bill saying “Oh, you are a stubborn little brute!”? He did — honest. I am not sure who or what he was referring to though. My mother popped in just as the boys were about to start cleaning up and went away again, some time after they had all left, with confirmation of what she had feared for about ten years - her daughter does live in a mad-house Thanks, boys- I enjoyed the afternoon too. Incidentally — the beer I brewed whilst you were working is now bottled.

THE GREAT SC STRIP SHOW — PART II: June 1981, 14.15 1

John Buchan kindly brought an electric welder at 1pm. Shortly afterwards Ray Milton arrived. He’s a glutton for punishment, that one Then a friend arrived, name of Serge Ribot, who owns and runs as his only car a.1948 Peugeot 203. Has anyone else any idea what they look like? When Ben Shaw arrived he never gave it a second glance - he had thought it was a Javelin.
Jenny opened the Bar, then retired to the garden to do a bit of sunbathing. Yes - it was hot.
We got down to work. The rear wings and bumper brackets were removed to make easy access to the rear body mountings. This later proved to have been rather unnecessary as the mountings had split and the body was not actually fixed to the chassis. (Technical note: The three small bolts on the mountings were removed - NOT the big bolt.)
Ben removed all the instruments and wires from the dashboards; Serge dismantled the windscreen and removed the doors.
After much discussion and the measuring of some dimensions thought important, Ray cut the sills close to the body mountings and the centre floor support.
The front and rear body sections were removed and hung up in the garage — allowing a good view of all the rusty bits.
An alarming fact was uncovered. The floor of the boot had dropped, causing the angle iron which had been supporting it to cut a hole some 5cm (2ins) long in the main chassis tube.
Yet another very enjoyable day’s work was complete. The body parts are suspended from the garage roof, giving Jen a lovely view from the kitchen window. Many thanks again to those who came along to help.
For those interested in helping, the next steps in the strip show will be:
PART III: Sunday, 16 August, 12.0O-18.OOh. Aims: Strip the back side; removal of engine and rubber suspension
PART IV: Sunday, 13 September. If all has gone according to plan, this should see the bulkhead re-built and the rear suspension dismantled.
If you think you may be able to come, please ring Jenny so that she can prepare the food and make sure the cellar is adequately stocked.
Come on fellows - surely you can think of a plausible excuse to come to Part III and/or IV of THE GREAT SC STRIP SHOW. A warm welcome is guaranteed to all - bring the family too.

THE GREAT SC STRIP SHOW - PART III - AUGUST 16, 1981

This session was preceded by a couple of evening discussions, on 28 and 30 July, in the garage, with Alan Smith, Neville New, John Walker, Ben Shaw and Ray Milton.
The design of the rear section came in for a lot of criticism. The frequent use of steel to support the aluminium and the large gaps in the boot, as well as the rust traps at each end of the sills were areas which could easily have been improved with some thought.
Readers may like to comment on whether they think it is important to rebuild a car exactly as manufactured or whether modifications are valid when design defects are observed.
I visited Drummond Black whilst on holiday in Edinburgh at the beginning of the month and was surprised to find the two halves of his Jupiter’s body on the chassis. He has rebuilt the front and rear sections separately and intends to weld the sill section between these when everything is aligned. We also talked about tyres. Drummond has a jig for modifying drums to take 15in Volkswagen rims. This discussion was continued at the JOAC meeting where I discovered that people had had problems with clearance on some Jupiters when fitting wider 16in tyres.
Another subject of discussion at these meetings was the replacement of the rubber body mountings with solid nylon or wood. Perhaps someone can tell me why rubber mountings were still fitted to the last SCs built.
Well enough discussion, the work started on 16 August when Alan Smith and Ray Milton arrived with their families.
The previous week had been spent cleaning the nuts and spraying them with easing oil.
The engine and gearbox were out by 1pm, quickly followed by all the brakes and petrol system. The usual amount of force was needed to extract the rear torsion bars. Although care was taken removing the nut on the Panhard rod, the stud sheered - future strippers, beware! This seems to have been modified on rubber suspensions to make it immovable. It was found easier to remove the front torsion bars by undoing the big nut securing the adjustment arm (it is probably a good idea to use a puller as well as the big hammer) since some distortion of the mounting onto the chassis occurred.
Do you remember the cut in the rear chassis tube, mentioned in the last report? The exhaust pipe had worn a hole in the front chassis tube too, so these were welded using molychrome rods.
The metal maggot had attacked the bottom of the rear chassis tubes, below the bumper mountings. A plate will be welded over these holes, which were not discovered until the chassis had been turned over.
I would like to check for chassis damage.’ Does anyone have any dimensions to check the alignment? I am particularly interested in the distance between the front suspension rubber bump stop centre (or anywhere else similar) and the front bonnet mounting; also between body mountings. Remember it is an SC Model.
The chassis was prepared for sand-blasting by replacing all the bolts and screws which secured the pipes. The front lower arm holding the bolt cones into the chassis were removed so that they were not lost.
We did not get as far as we had hoped but the delay in welding up the rear section may be an advantage. We now have a plan of attack for this, integrated from designs by Jowett, Black, and the attendees of previous King’s Langley meets.
Thanks again to all those who have given assistance.
High spot of the afternoon? Young ‘Amy pushed Ray’s daughter into the ornamental pond . . . .Fortunately it is only ankle-deep
The next stages are planned for Sunday, September 13 and October 11, with discussions on the evenings of Tuesday, September 22 and October 27. If you are n the area, please come along - you will be more than welcome.

CANNOT FIND report on Parts 4 and 5!

THE GREAT SC STRIP SHOW PART vii: 8 November 1981
Alan Smith brought the die and press to form the brake pipes and proceeded to make them from Kunifer tube, with the help of his son.
Keith Patchett arrived with a metre length of rod, threaded at each end, and a couple of locating washers. This was used to pull the distorted torsion bar mounting back into place using the refitted suspension arm as an anchor. The mounting went back easily after heating. The torsion bar was replaced to check the geometry. It was noticed that the adjusting arm rubbed on the chassis when unloaded. The arm on the other side had a radius ground to overcome this so it was decided to do the same on the offending arm. The mounting was then welded.
Ray Milton and his family came with various bits of steel. Wes Menelly arrived with a thirst, which Jenny cured, by opening the bar.
The aluminium skin was replaced and located with pop rivets. The new steel cross member, which is an inverted channel section, was fitted across the middle of the boot. This section will support two parts of the ply floor and also hold a rubber section which will lie on the chassis cross member supporting the spare wheel tray.
Grinder Patchett then prepared the door pillar and surrounding areas ready for the new steel inner panels. To reduce the aluminium to steel contact above the rear wheel, a tongue—shaped piece of steel was made to replace the aluminium floor to the hood housing. The strength of the assembly will be increased by this modification.
I then dashed off to St Albans to pick up Alan’s spot welder and returned to find ‘light refreshments” waiting - home made bread, pease pudding and vegetable soup. Who said they didn’t like pease pudding - and promptly demolished two helpings.
The big decision to start fitting the steel panels was taken after consulting the “Blue Book” full of dimensions noted throughout the Strip.
Spot welders, arc welders, grinders, hammers and chisels then drowned any sort of conversation for the next half an hour.
All the clamps were removed and we stood back to admire our work, then called it a day.
Thanks, lads. You’re doing a grand Job.
STRIP SHOWS PARTS viii, ix; x: (8,9,10 for those of you who like typist are.. are scheduled for 6 December 1981; 10 January 1982 and 7 February 1982 (all Sunday, starting about 1pm). Please ring Jenny any time, to ensure enough bread and water — with additives - to go round!
NOGGINS ‘N’ NATTERS: The Red Lion, Kings Langley (on A.41) Nov 24, 1981 and January 26, 1982, commencing 8pm.
SPECIAL CHRISTMAS PARTY on Tuesday evening, DECEMBER 22, venue as above...

Yes, we’re starting to put TTD 88 back together again.

THE GREAT SC STRIP SHOW PART 8: December 6, 1981:

This Sunday session saw the other front part of the rear inner wing welded into place, the removal of the new part of the rear inner wing for a pattern and the removal of what was left of the floor from the bulkhead.

THE GREAT SC STRIP SHOW PART 9 was held on January 17,
having been delayed because of the snow. Wes Meneely and Ray Milton helped fit the new rear part of the rear inner wing and the new rear body mountings which were made from thicker steel than the original.
Wes cleaned up the front toe board ready for the floor and started to remove the paint and rust from the hood skirt.
Much time was spent trying to sort out the boot hinge support which at some time appeared to have been sat upon.
Over the next couple of weeks I cleaned and de-rusted — using D-Rust, the support frame for the wooden floor and the rear body section. Parts were made up to support the boot floor using half-inch and 150 degree angle.

THE GREAT SC STRIP SHOW PART 10: 7 February 1982:
Ray Milton and Keith Patchett helped by re placing part of the side of the bulkhead. To strengthen the panels just behind the seat a half-inch angle cross member was welded in. This considerably stiffened the rear section. The dimensions of the rear section were checked after assembling with aluminium panels. One side was within 1mm - but the other was about 1cm out. The following evening I discovered the problem. Needless to say it was good old Jowett engineering; i.e. unnecessary lack of symmetry. The hood hoop (made from an SA pattern) has been extended by a piece of plate. This was 9cm on one side and 8 on the other. As a result the rivets holding the hood compartment floor to this were gripping thin air at one end.
Rather than trust someone to shot blast the chassis I decided to clean it myself. A knife was used to scrape off most of the paint and muck, then a file was used to flatten the welding splashes. A chisel was used to chip out the numerous strips of weld slag left. Powered wire brushes and an orbital sander helped clean off most of the rest. 30cm strips of linisher bands were very effective for cleaning the tubes.
The chassis was then degreased with white spirit and washed with washing up liquid in water. It was then left to rust for a few days to provide something for the D—Rust to act on.
Numerous holes were found where the welder had missed. These I duly filled with weld. However, no cracks or serious dents were noticed, It took about 30 hours to clean the chassis and three hours to apply the D—Rust. As well as filling holes in the chassis, four nuts were welded on for the radiator support bolts. 28 holes were drilled at the lowest points of the tubes (in case the plugs fall out) so that the Black Knight Gold Rust Stop could be applied inside them.


I did some tests with various paints which resulted in the selection of a cellulose type paint to which must be added a matting activator. This proved very resistant to scraping and bashing with a hammer, as well as being fast—drying. The matt finish should provide a good base for the wax—oil (Black Knight Black Rust Stop). Two coats of paint were applied with a brush and the inside of the tubes wax—oiled all in one day.
Black Knight Rust Treatment is supplied in a kit comprising: 5 litres Gold, 5 litres Black, an easy—to—use spray gun with four different jets, a face mask, a hood, and 20 plugs. I bought 40 extra plugs at 1p each but didn’t need them all. The kit costs about £20.
IMPORTANT NOTE: When the chassis was lying on the concrete floor it was possible, with a sharp knock on the rear tube, to set the chassis vibrating at about 20 cycles/sec with an amplitude of at least 1cm. I did not notice this with the SA chassis and am hoping someone can test theirs. I only hope that with the body on it is sufficiently damped.

THE GREAT SC STRIP SHOW PART 11: 7 March 1982:
A real family outing, this one. Bill Lock, wife Sue, children Trevor and Eleanor; Ray and Jackie Milton with Christabel arrived. Also Wes Meneely and we were pleased to see Bob Mackenzie for the first , but hopefully not the last , time.
The area around one of the rear mountings was cut out and replaced with new metal. The differential and front suspensions were cleaned. The prop shaft oil seal, brake drums, shoes and cylinders were removed - after a lot of heaving and groaning and with at one time four people using Stillsons, hub pullers and hands holding down the diff., it succumbed eventually.
After a short meal break the doors were stripped of everything which moved — and that which didn’t. The door pillars on the bulkhead were measured and then cut off to be used as a pattern in conjunction with Drummond’s formers, which are made of wood.
Altogether, very satisfactory progress is being made. Again, many thanks to those who come along to help and others who freely give advice. Special thanks to Bill Lock for his work in sorting out the chromework, and to Ray Milton, welder and body-bit maker extraordinary!!!
Thanks from Jenny to the children for playing so nicely together and to all for eating what was put in front of them. This time: Spaghetti di Fegatini alla Carbonara (or something!) with salad and freshly—baked bread, followed by chocolate cake decorated by Jackie and flapjacks donated by Sue.

THE GREAT SC STRIP SHOW PARTS 12 & 13 will be held on April 4 and May 9 (Sundays) when, as well as welding the bulkhead there will be the suspension, braking and petrol systems to replace. On second thoughts — perhaps we ought, not to do the braking system in Part 13.... Everyone welcome. Please ring Jenny if you will be coming to enable her to organise food (the beer is now on tap - in the garage!)

THE CONTINUED SAGA OF THE SC REBUILD
The rebuild of SC 1026 has continued through the summer of 1982. The last thrilling instalment told of the March meeting when the diff succumbed to Bill, Bob, Wes, Ray and myself.
Chris Seagrave came to the April meeting and helped dismantle the brakes from the diff and clean them up. In subsequent evenings I painted the diff.
Some time was spent on the SA to get it ready for the summer. Whilst checking the brakes I noticed cracks in both the rear lower suspension arms, so I welded them up. Chris said his wife was driving the Javelin when one broke. So if you haven’t done so, check yours. The SA was given a new exhaust and a coat of Black Knight Black Rust Stop underneath.
The wheels were taken to a very obliging tyre dealer who took off the tyres and tubes. He fitted two new tyres (5.75—6.00/16 PNEUMANT) onto the SA so that I could make sure they did not foul the bodywork. I gave them a good thrashing and could not fault their road-holding; so I ordered four more. After receiving quotes of £10 per wheel for sand-blasting, from various places, I took them to Applied Bead of Dunstable — who did the five for £8. We settled on Monza Red for the paint colour. Wes kindly sprayed the wheels, which the obliging tyre dealer took great care not to chip. So the SC now has boots on.
After returning from the Dunstable trip the SA was sitting in the drive and I was busy fitting a tyre on Jen’s bike, when I heard the sound of dripping water. On lifting the bonnet I saw water running out of the carbs. Go away Amy. The next SC rebuild was an SA engine investigation. While Ray worked on the SC’s rear end, Ben Shaw, Wes and myself took off first one head then the other. The cause was a leaking head gasket due to sunken liners. By the way, a compression test gave 130 psi +5 on all four cylinders.
Many readers will have been involved in the discussion about solid copper or Hallite liner seals. To try to resolve this I put copper on one side and Hallite in the other and incorporated all the advice I was given.
On the Hallite side the original shims and seals were left in, but as they sat flush to the block 12 thou of shims were added to the thou of shims already there. The new and old seals were both 27 thou thick; solid copper seals as supplied by Ferroll were 31 thou, so on the copper side 12 thou of shims were added to make up to 43 thou.
The heads were torqued down without head gaskets. Feeler gauges were used to check that 10 thou existed between head and block all the way round. They were left for a week and torqued down again and checked. After the 400 mile drive towing the trailer tent to the Lakes, the heads were torqued down again. Very little extra turn was possible on this torque down — less than half a turn.
To prevent the gasket from dropping, I made a stainless steel plate to fit o top of the support tube.
Unfortunately this test didn’t last long. Four months later after taking Jenny, Amy and trailer tent on a camping weekend with their Mothers and Toddlers group one Saturday morning, I had been happily cruising down the Al for 30 miles enjoying the pleasures of a Jup without a trailer attached when a slight loss of power, accompanied by a little smoke out of the exhaust pipe, caused be to slow down a little. Since I was due to play in a cricket match and the car was still firing on four, I continued at 50 mph. Subsequent investigation showed an exhaust valve had burrowed its way through the piston into the sump. I have since looked at a number of heads and noticed that on most the exhaust valve is either flush with or below the surface of the head. Luckily I have a pair of heads with valves protruding above the head surface.
This letter is supposed to be about the SC rebuild, so what else have we done.
Having completed most of the metalwork at the rear Ray and I have fitted the floor and front body mountings to the bulkhead. The floor supplied by Ferroll should have been tapered and not square, so don’t do what we did and cut off the protruding strenthening pieces — we had to weld them back on! The door hinges have been re-bushed and the offside door was hung. Would you believe it fitted?
It took three attempts to fit the back axle. First of all the torsion bars were in the wrong side. Then the panhard rod could not be fitted with the back axle in place. The suspension arms should be horizontal, the top one at the same height as the big rubber stop on the chassis.
Other visitors to the rebuilds have been John Walker, who had a spin in the SA to compare it with his go—fast Javelin; Malcolm Oliver to have a look and take away patterns for his SC rebuild, and Martin Riley to pick up a water pump for his SA rebuild.
I hope to have a rebuild session every month through the winter, so do come along one Sunday and bring the family if you wish. Please let Jenny know beforehand Dates for rebuilds are: November 7 and 28; December 5.
Those of you in the area please try to come along to the meetings held in the Red Lion, Kings Langley, on the fourth Tuesday of every month. As well as the usual noggin and natter we can hold technical evenings or film shows at my house. If you have any pictures just bring them along. Dates for these meetings up until the end of this year are: October 26; November 23; and a special pre-Christmas meet on December 21.


Well that is when the trail runs cold to be found again in June 2009. a gap of some 27 years. Must go now Jack and Amy are coming around to continue the rebuild. I took some pictures this morning, so will post in Gallery soon.

Postscript.
Much more was done to the car after this ; but I cannot find any reports.
I know I spent about 6 months sand blasting the steel body and another month or two painting the steel bits. This was done with superb pylon paint donated by a friend. It is heavily impregnated with zinc. Over this was sprayed white cellulose . Then the racing and rallying era started as well as the job taking me away from home some. If I remember more or find my book of notes I will fill in the gaps.

[Forumadmin]

Here is the front stone sheild. Is that all it should be?

[Forumadmin]

What goes in here? Should there be a box for the battery?

[Forumadmin]

Still no replies on the what is in this space above! I need dimensions of the battery box please.

Anyway continued by refurbishing the steering column yesterday. The horn slip ring pick up (Lucas 38258) was broken and the wire to the slip ring needed to be resoldered as it was a dry joint.








Note the larger hole in the plastic allowing soldering of the wire. Note the rubber grommet on the wire for inserting into shaft.


Also the anti vibration felt was replaced by some cotton material.

[Leo Bolter]

Keith.

You asked "What goes in here? Should there be a box for the battery?"

This reply doesn't give the answer or dimensions you want, but does show the decision I made when rebuilding the battery box area of my Jupiter all those years ago . . . so as to make a box large enough to take a single, standard, 12 volt battery and also a matching tool box. Both under the floor as you can see.

My reasoning for doing this, after much deliberation, was mainly because the original 2 x 6 volt batteries, while still made back then, were not usually available at your corner service station etc. when replacement was due, nor were the top covers available. This would have left the terminals and cell bungs exposed. Also I had seen the results of the acidic fumes on the carpet on other cars. I liked the idea of a tool box too. I should mention that the depth required for the battery to be underfloor means that the ground clearance under the boxes has been reduced, but I've never had them foul with anything (that I know of).



Behind the seat



Compartment Lids Exposed



Battery and Tool Boxes

This was about the only major deviation from my endeavors to retain originality during my rebuild, and for this I apologise . . . but I'm more than happy with the results

My car is stored in a neighbour's barn at the moment so dimensions are not immediately available . . . and anyway you may not be interested in doing this to your SC, nor may it be possible . . . I have never seen inside a SC, but I understand that there's a toolbox anyway, the fuel tank is positioned elsewhere and the battery's in a different place among other differences.

If you are interested in the dimensions and additional images, then getting them for you will be no trouble . . . just say the word.

Best regards to you and the SC rebuild team . .
Leo

[Leo Bolter]

Hi all.

The pictures used to illustrate the text are back on the post above . . . We (Webmaster Keith and I) seem to have had better luck(?) with the uploading of them this time

Leo.

[Forumadmin]

Jack was around on Sunday and tackled the paint removal of the bonnet. I have done all the other panels. Amy was being pampered at a health complex. I will have to realign her priorities!

Meanwhile I trial fiited all the rear end; but am now scuppered waiting to find some boot hinges.

The lid has been distorted where the support has bent the inner and outer skin. I think someone leaned on it when it was open. So some careful pressing with sash clamps and many spacers pulled it nearly back to shape.

[chapman]

Hi Keith
There are a brand new pair of stone guard inner wings which we took to Denmark if you remember I brought them back and they now reside with Mike Smailes who will lend them as patterns just contact him
as far as 7 sixteenth nuts and bolts go I have about a thousand which I bought from Jack Mitchel who had advertised them forever and no one was interested but for safety I will now give them to JCC spares so they are available to members but tell me how many you need and I will send you some

[Amy]

What's the target completion date , Keith ????

Well, it depends what you mean by 'completion'...

We're aiming to have TTD 88 at the Wakefield rally. This shouldn't be too difficult - though whether we'll have niceties like a paint job and hood is another question.

I had a look at the car last night and he's looking much better than he did six months ago! We need to re-do the wiring loom (Jack's job), and I have a job of sanding down the entire body. Once those are done, I think we're down to assembling (as long as dad manages to source all the bits...).

I suspect we'll be putting a call out soon for another SC rebuild party. I'd quite like to drive my Jupiter one day - and given that it's already 14 years late, I reckon the 100 year anniversary of the JCC is a good date to aim for!

Amy.

[vicboddy]

Sorry, had not seen the request for info re battery box before.

On my SC: There are two metal straps which hang down by 265mm from the two bolt holes in your photo, at the angle of those fixing plates. The metal strap then is bent horizontally, and runs about 350mm forwards, where it bolts to the body structure, behind the edge of the wooden floor.

The battery box measures 350mmx180mm. It is welded to the straps, being made in 12mm standard angle iron. The metal straps are 25mm wide, 3mm thick. Obviously you can make all this in whatever bar you have around.

You can see that you can use a pretty hefty 12V battery!

My earth lead is bolted to the fixing bolts in your pictures.

Hope this is useful. Do feel free to contact me if you need other data. regards Vic