|
|
Phoenix Build Part 13, 21st February 2008 |
|
I’ve been working on more robust mountings for the aluminium heat-shield above the manifold. I’d previously picked up on the M6 nuts welded on by the exhaust manufacturer for the strictly cosmetic jobs that looked nice but were of absolutely no value. After or during the rolling road session they had become un-welded by the vibration so something a little more durable was clearly called for. The one fixing that I had welded on, had remained in place, said he gloat, gloat! I’ve been working on a couple of stainless steel straps that will clamp in place and to these I have fitted a piece of drilled and tapped stainless 8mm bar secured to the strap with a countersunk M4 screw. |
|
|
| |
|
22nd February 2008 |
|
| Great excitement, the new propshaft has just arrived so the moment of truth is getting nearer. Will it solve the vibration/noise problem? I can’t wait to get it fitted and tested but still a few jobs left to do before I can fire the car up and give it a good test.
This morning I have been investigating the reason why the silencer swivels round so that the tailpipe fouls the hole in the sidepod. It is difficult to see with the sidepod in place but it looks as if the manifold pipe has not been sliced so that the clamp will tighten it onto the silencer inlet pipe so that no amount of tightening will make the slightest difference. I really don’t want to take off the sidepod so I’m going to try exhaust putty around the joint and clamp up onto that.
|
|
| |
|
23rd February 2008 |
|
The new propshaft is about an inch longer than the old one and has been produced to the optimum length for my set-up. Sadly the extra inch made all the difference (as it does!) and no matter how I tried, I could not fit it. The rear flange only passes through the underside of the tunnel at the front because of the taper and it would not come far enough back to allow the nosepiece to enter the drive housing at the gearbox end.
It looked like a toss-up between an engine- out job or cutting a long slot in the side of the transmission tunnel, neither of which were very attractive. I telephoned my friend George who is a professional mechanic and he very kindly came round to have a look. His suggestion was to dismantle the rear universal joint in order to separate the rear flange from the prop and mount it to the diff. Fit the propshaft to the gearbox which could be easily done without the large rear flange getting in the way and then re-assemble the universal joint in situation. This is in fact what we did and I am very pleased and relieved to say that the propshaft is well and truly fitted so, another job done. I have yet to try to seal the exhaust joint and stop the silencer from rotating and I have also to fit a longer piece of rubber hose to the filler neck of the tank which will give a better seal. I have the hose and this will be a job for tomorrow. |
| |
24th February 2008 |
I spent the morning doing the jobs mentioned above. Replacing the rubber filler pipe took a bit longer than expected. I had to remove the filler cap/neck which was quite fiddly business trying to access the nyloks round the back before I could fit the rubber hose. Anyway I’m pretty pleased with the result and reasonably confident that it will not leak.
I fitted back the transmission tunnel cover complete with fire extinguisher and the steering wheel.
Lastly, I wiped some Fire-Gum around the silencer to manifold joint and clamped it all up. Engine was started to harden the Fire-Gum and I was pleased to see that everything appeared to be working. Then it was off for a short drive to see if the new propshaft had solved the noise problem. Sadly, not, the noise was still just as bad so apart from being mystifying, very disappointing too. On the plus side, all the instruments were working, water temperature was around 85 degrees and the tailpipe for the moment anyway is not rattling against the sidepod so not all doom and gloom. |
| |
25th February 2008 |
We braved sub-zero weather and took the car out for a serious drive over the Moor to try to build some confidence in its reliability and to learn its quirks and foibles and know which noises are normal and nothing to worry about. |
|
|
The aero-screen does give a lot of protection from the wind and there is very little buffeting and wind round the back of the neck. The car is very aerodynamic and so the relative shelter a pleasant side effect. The exhaust being on the driver’s side means that there is some transmitted heat on that side but sadly none for the passenger. The steering is fairly heavy and for this reason, I have retained the large Sierra wheel. With the dampers set at fully soft, the ride is very comfortable although a little more padding in the seats would help on longish journeys. We stopped at Bennet’s Cross, on Dartmoor, for a couple of photographs and really a landmark in the completion of the car; this being the first decent drive on the road and the culmination of two years work. We were held up for some minutes in Tavistock at some road works and the engine didn’t like the wait at all. It started to fluff and misfire and this took a long while to clear once we were back on the open road. I think this was plug fouling and I will speak to the engine builder about using a softer grade of plug for slow road driving.
|
|
 |
The Firegum seems to have stopped the silencer from rotating and all the instruments are working. On the debit side, there is still the nasty transmission noise will need further investigation and further cash injection no doubt. The twin plate paddle clutch is very irritating on the road with its two positions, either in or out. Coupled with the very high first gear, hill starting is very difficult and not to be attempted while wearing heavy boots! Apart from the cost, which appals me, I am favouring changing to the Type 9 5 speed box with a BGH gear-kit. At the same time, I can fit the standard Cosworth flywheel and competition diaphragm clutch that I have already, balanced and waiting to be fitted. I hope and believe that the propshaft will not need shortening when (and if) the Type 9 is fitted. |
| |
|
1st March 2008 |
|
I’ve made arrangements to take the car over to SRD for Mark to listen to the transmission noise and try to pin-point the idling problem. He says the noise is probably normal for a straight-cut box and he may well be right. It has always made the noise and if it had been something serious, it would have failed by now having done nearly 2000miles (the box was in the Special). Whilst this may be okay and even go un-noticed when racing, I find it totally unacceptable in a road car and is something I really cannot live with.
|
| |
|
Conclusion |
|
This is the last instalment and I thank you for taking the time to read it all. As you may remember, the Phoenix was not a project I particularly wanted to do but the kit was not improving stored in our stables and so my aim was to put it together and then sell it when finished.
As a kit, the Sylva Phoenix is very incomplete and so there is plenty of room for the builder to stamp his or her personality on the build. Throughout, I have tried to make sure that everything is accessible and can be dismantled for maintenance and that the body can be easily removed if need be. I have purposely not gone to extremes to build in lightness but have made strenuous efforts to achieve a high standard of workmanship and a car that will be durable. I have paid particular attention to storage and included a boot area, accessible behind the seat, a large locker in the nearside side-pod and glove pockets for both the driver and passenger. I have tried to build a car that will be practical and fun to drive on the road as well as being able to give a good account of its self on the track. The engine really has two personalities. On the one hand, it is very happy to run along at 2000rpm and pull cleanly from nothing and on the other hand it will give blistering acceleration right up to 8,500rpm. This is the finest engine I have ever owned and this is a case of you really do get what you pay for. It cost a fortune but the quality is undeniable.
The Phoenix is not a car for an Old Age Pensioner although this OAP has had great fun and derived a great deal of satisfaction in the build. Accordingly, once the transmission noise has been sorted, or at least identified it will be for sale at a price that reflects its specification. I hope the new owner will derive a great deal of pleasure from it either on the road or on the circuit.
John Bonnett 4th March 2008 |
|
| |
|
| |
|
| |
|
© 2007 Bynxy Web Design |
| |
| |
|
