I’ve started on the wheel-arches, having re-sawn some of the very hard ash timber into 1/4″ thick, roughly three-inch-wide boards about six feet long. That will leave me plenty of length to trim them to size.–though I’m sure I can mess that up! (I measured twice and it’s still too short!)
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As seen in the photo, I have some floors cut and sitting in the Moggie, awaiting paint and fasteners. I also have my rather tough condition transmission tunnel in for an investigatory fit.
There are probably only a dozen of us “olds” who would even get the reference to the “joke” in the title, alas. Above is the +4 as it sits now; mechanically it’s awaiting a distributor and the inlet manifold and carb bodies. As for the rest, well, the work awaits. (The rebuilt master brake cylinder is also leaking, but I’ll see if I think it can be made to not leak. If not, I guess a lesson learned; I’ll consider switching to a dual-circuit master.)
Of the six Jaguar XJS cars on display at the 2016 Vancouver Field Meet, my car somehow came out on top, and won first place in its class. I’ll post some more photos from the show in the next day or two, I hope, but the car performed well on the trip, though it threw a check-engine code about 20 miles into the journey. (The code given, FF23, suggests the ECU cannot correct for an over-rich reading. I suspect the O2 sensor could use replacement, so I’ll start there and see where that leads.)
The wheels are back for the Morgan and look quite nice–I had them straightened and powder-coated by Factory Direct Tire in Edmonds. Of course, I now need to remove the powder coating from the hubcap “nubs” so they will actually go on. (This is typical of powder-coated parts due to the thickness of the finish, and one of the reasons I rarely have parts powder coated. But it was not much extra on top of the straightening, so why not?)
Literally! My latest machine doesn’t have a working reverse gear, among some other “minor” glitches. I probably won’t keep this car, a 1994 Jaguar XJS–I bought it to help a friend who was losing their storage, and faced an expensive repair bill to get the car saleable, at an inopportune time.
The inner fenders have been installed–which somehow don’t make the car look any more like a car, as such. (I have the cowl temporarily installed for the following reason: Just because.)
Sometimes you don’t know you need something until you see it. Sadly, this is not one of those posts. If you dare click inside, you’ll find a lot of photos of the disassembled body frame of this olde Morgan…
I decided to keep the “stepped” firewall rather than wait for a “flat top” firewall from Morgan, a decision which I debated for days, before giving in the illusion of progress. The stepped version isn’t really wrong, per se, as they changed to this style roughly around this car… Oh well, only I and the internet will know…
There are a few tasks remaining before I can drop the motor back in, namely getting the crank and such back and re-assembling the TR2 block.
I can put the floorboards in, place the pedals (which are just sitting in the car at the moment, and work on the transmission tunnel, firewall and inner fenders. But pedals aside, it would be great to get the mill into the car before much else goes on.