Posted By: barnacle
Quantum Coupe - Neil and Joe's secret project! - 04/07/2010 07:18
Those of you who have been trying to get stuff booked at Joe's this will will already have discovered I've got him booked out for a week.
Pictures and details later - but here's the overview: (The bulk of the pictures and more details will appear in Joe's newsletter, first edition - get subscribed!)
I have a cunning plan, which doesn't involve turnips!
I have a Quantum 2+2 kitcar, which is designed around the late 80's Ford Fiesta - in my case, the donor car was an XR2 with an alleged 96bhp. Small ponies, I suspect. The engine is twenty years old, tired, sounds nasty, and is generally not nice to be around. The gearbox is difficult to select in a hurry; the clutch works but painfully, and even the accelerator cable is sticky. Something must be done... Fiesta delenda est!
I can't help feeling it'd go so much better with a little delicate coupe engine in there. Say, for the sake of argument, a 20vt. It weighs at present around 700-800kg. Could be fun... To the best of my knowledge, this could be the *only* 5-cylinder kit car in the UK.
Day one - Saturday
Start from home 0600. Arrive at Joe's 0900. Sort out a general plan of action...
Problem one: the coupe engine is about 5cm too wide for the frame it has to sit in. Oh well, that's why they invented angle grinders...
Problem two: the existing wiring is a complete dog's dinner. It's really got to go.
Problem three: who left that master cylinder there? Stupid place for it to live.
Problem four: Clutch cable, hydraulic clutch. Damn...
Problem five: the whole car is 10cm narrower than the coupe.
Problem six: heavy steering even with the Ford engine. The Fiat engine is heavier - we don't know how much, yet. But it'd be nice to use the coupe's power steering.
So we start measuring and undoing stuff. By 2000, we have removed (in approximate order):
Basically, there's nothing left forward of the driver's seat. We've made test fittings of the coupe pedal box and steering column and it looks hopeful.
Sunday - A day of rest
Sorted out the steering; with an amount of cutting away and gluing in of new bits of metal, the coupe power steering rack can be accommodated in the right place to avoid bump steer. It turns out that the track control arms for the Fiesta rack unscrew and fit the coupe rack. The rack is only about ten millimetres wider than the Fiesta, which is taken up by adjusting the track rod ends. We experimented with the 16v and the 20vt racks but it turns out that the 20vt rack - two turns end to end, vs four turns for the Fiesta rack - gives the maximum steering without binding the wheels, so the turning circle should be as good as it was before.
The engine is proving recalcitrant. There's a chunk of pulleys and bearings in the right front corner which want to interfere with the frame and the suspension pickup; still thinking about how to get that sorted out. Let's see in the morning.
Day three - Monday
The engine has been in and out a dozen times today while we modified, tacked, cut, welded, hit, bent, tacked, cut, and welded the engine cradle. This is a basically bent cube of steel that holds the engine off the floor and attached to the main body tub, locates the suspension and steering pickup points, holds the bonnet and ancillaries, and carries the acceleration and braking loads back to the tub.
It's not the same shape as the 20vt engine...
We've had to nibble away a bit at a time as we measure clearances to ensure that the alternator doesn't foul the front and the driveshafts don't foul the suspension arms; tacking in holding bars to maintain the shape accurately while we remove bits that are in the way and replace them with something more suitable.
The engine is now in its final position, plus or minus half an inch, both vertically and horizontally. Still a little more work to do on the steering rack - I think it can be moved back a touch for more clearance around the gearbox - but the bonnet is on (temporarily) and nothing touches except the back of one headlamp moulding. We've chopped the front right engine mount off and are replacing it with a mount at the rear right, modified from the tie bar; we'll tie forward too from the top of the engine.
The fuel pump and filter arrived, which is nice, but the filter came with the wrong size spigots, which isn't so nice - damn. Should be here on Wednesday.
Day four - Tuesday
Seems to have gone slowly but actually quite a lot done. One and a half engine mounts complete (we ran out of cutting disks!) the first of which was really complicated.
Top rear engine support has been chopped in half and a plate welded to it, which bolts to the Ford top rear mount and picks up on the chassis over the driver's wheel.
Normal front right support has been chopped off where the alternator pulley is; it gets in the way otherwise.
Gearbox mount forward has a drop plate which will meet a Ford gearbox mount on a plate to the chassis; uses the existing pickup points.
One support still to fabricate under the steering rack; and a torsion stay to come from the front right of the engine.
The bonnet has been on and off a couple of times to make sure everything still fits.
A minor problem discovered last thing - the cam cover can only be replaced by removing the engine... not acceptable, so we're having a think about it overnight.
Day five - Wednesday
A little earlier today, as Joe is busy welding...
Ordered all the service parts required to get it moving for both coupe and XR2 bits.
Sorted out the issue with the cam cover, but that meant that the bonnet wouldn't shut... so a little more nibbled off from both the frame and the bonnet - which has now been fitted at least five times.
Added a diagonal brace to take the braking and acceleration loads back to the tub, since there's now a more complex joint in that corner which we didn't trust too much.
Completed the second engine support.
Ordered a new radiator; the original Ford part has its holes in the wrong place and the Fiat part is too big. So we're having one special.
Joe's finishing off the main frame welding - all that remains is the rear engine mount and a final decision on the steering rack mount - so we might paint that tonight.
Made a template to fit the coupe pedal box in; we'll probably do that in the morning.
Only tricky bit now is finding a way of picking up the suspension tie arms... we'll find a way!
Day six - Thursday
Right... chopped out the front left gearbox mount (again!) and put in version three. Now the shear on the mount is much reduced, and it's moved the balance such that the engine hangs beautifully. The main problem was that it's hard to design an engine mount in the space available which acts to support the engine but also allows the engine to be removed downwards...
Sorted out the centre rear engine mount - for once, a doddle. Used the remaining Ford mount and a block of 25*50 tube; the engine is now just where it should be.
The nearside tie bar fits back without changes and doesn't appear to foul anything; even on full load there looks to be plenty of clearance around the gearbox.
We've started re-forging the offside tie bar; that needs one bend straightening and the other bending further. Once that's done as a first approximation, we'll make the final chassis mode for it's fastening. We can't use the original plate as the power steering pump and alternator are in the way.
We're a bit stumped to go further on that since we dropped the hubs off for new bearings pressing in; the nice man there offered me a set of XR2 brake discs for 20 quid, so I had 'em. They'll go on tomorrow along with track rod ends and outer CVs.
Got the new radiator today - very nice: a little less tall than the coupe but wider and a bit thicker. Shiny shiny!
Welding in the final bits in the chassis (except the tie-bar pickup) - the mount for the steering rack (which has changed a little since the first trial fit) and the rear engine mount which was only tacked in.
More later...
Pictures and details later - but here's the overview: (The bulk of the pictures and more details will appear in Joe's newsletter, first edition - get subscribed!)
I have a cunning plan, which doesn't involve turnips!
I have a Quantum 2+2 kitcar, which is designed around the late 80's Ford Fiesta - in my case, the donor car was an XR2 with an alleged 96bhp. Small ponies, I suspect. The engine is twenty years old, tired, sounds nasty, and is generally not nice to be around. The gearbox is difficult to select in a hurry; the clutch works but painfully, and even the accelerator cable is sticky. Something must be done... Fiesta delenda est!
I can't help feeling it'd go so much better with a little delicate coupe engine in there. Say, for the sake of argument, a 20vt. It weighs at present around 700-800kg. Could be fun... To the best of my knowledge, this could be the *only* 5-cylinder kit car in the UK.
Day one - Saturday
Start from home 0600. Arrive at Joe's 0900. Sort out a general plan of action...
Problem one: the coupe engine is about 5cm too wide for the frame it has to sit in. Oh well, that's why they invented angle grinders...
Problem two: the existing wiring is a complete dog's dinner. It's really got to go.
Problem three: who left that master cylinder there? Stupid place for it to live.
Problem four: Clutch cable, hydraulic clutch. Damn...
Problem five: the whole car is 10cm narrower than the coupe.
Problem six: heavy steering even with the Ford engine. The Fiat engine is heavier - we don't know how much, yet. But it'd be nice to use the coupe's power steering.
So we start measuring and undoing stuff. By 2000, we have removed (in approximate order):
- The bonnet
- Inner wings
- Radiator
- Front suspension and driveshafts: note - new CV outers and bearings required.
- Engine and gearbox
- All engine bay ancillaries
- All the wiring loom forward of the driver's seat
- Pedal box
- Steering column and wheel
- Entire dashboard
- Carpets curtains and light fittings
Basically, there's nothing left forward of the driver's seat. We've made test fittings of the coupe pedal box and steering column and it looks hopeful.
Sunday - A day of rest
Sorted out the steering; with an amount of cutting away and gluing in of new bits of metal, the coupe power steering rack can be accommodated in the right place to avoid bump steer. It turns out that the track control arms for the Fiesta rack unscrew and fit the coupe rack. The rack is only about ten millimetres wider than the Fiesta, which is taken up by adjusting the track rod ends. We experimented with the 16v and the 20vt racks but it turns out that the 20vt rack - two turns end to end, vs four turns for the Fiesta rack - gives the maximum steering without binding the wheels, so the turning circle should be as good as it was before.
The engine is proving recalcitrant. There's a chunk of pulleys and bearings in the right front corner which want to interfere with the frame and the suspension pickup; still thinking about how to get that sorted out. Let's see in the morning.
Day three - Monday
The engine has been in and out a dozen times today while we modified, tacked, cut, welded, hit, bent, tacked, cut, and welded the engine cradle. This is a basically bent cube of steel that holds the engine off the floor and attached to the main body tub, locates the suspension and steering pickup points, holds the bonnet and ancillaries, and carries the acceleration and braking loads back to the tub.
It's not the same shape as the 20vt engine...
We've had to nibble away a bit at a time as we measure clearances to ensure that the alternator doesn't foul the front and the driveshafts don't foul the suspension arms; tacking in holding bars to maintain the shape accurately while we remove bits that are in the way and replace them with something more suitable.
The engine is now in its final position, plus or minus half an inch, both vertically and horizontally. Still a little more work to do on the steering rack - I think it can be moved back a touch for more clearance around the gearbox - but the bonnet is on (temporarily) and nothing touches except the back of one headlamp moulding. We've chopped the front right engine mount off and are replacing it with a mount at the rear right, modified from the tie bar; we'll tie forward too from the top of the engine.
The fuel pump and filter arrived, which is nice, but the filter came with the wrong size spigots, which isn't so nice - damn. Should be here on Wednesday.
Day four - Tuesday
Seems to have gone slowly but actually quite a lot done. One and a half engine mounts complete (we ran out of cutting disks!) the first of which was really complicated.
Top rear engine support has been chopped in half and a plate welded to it, which bolts to the Ford top rear mount and picks up on the chassis over the driver's wheel.
Normal front right support has been chopped off where the alternator pulley is; it gets in the way otherwise.
Gearbox mount forward has a drop plate which will meet a Ford gearbox mount on a plate to the chassis; uses the existing pickup points.
One support still to fabricate under the steering rack; and a torsion stay to come from the front right of the engine.
The bonnet has been on and off a couple of times to make sure everything still fits.
A minor problem discovered last thing - the cam cover can only be replaced by removing the engine... not acceptable, so we're having a think about it overnight.
Day five - Wednesday
A little earlier today, as Joe is busy welding...
Ordered all the service parts required to get it moving for both coupe and XR2 bits.
Sorted out the issue with the cam cover, but that meant that the bonnet wouldn't shut... so a little more nibbled off from both the frame and the bonnet - which has now been fitted at least five times.
Added a diagonal brace to take the braking and acceleration loads back to the tub, since there's now a more complex joint in that corner which we didn't trust too much.
Completed the second engine support.
Ordered a new radiator; the original Ford part has its holes in the wrong place and the Fiat part is too big. So we're having one special.
Joe's finishing off the main frame welding - all that remains is the rear engine mount and a final decision on the steering rack mount - so we might paint that tonight.
Made a template to fit the coupe pedal box in; we'll probably do that in the morning.
Only tricky bit now is finding a way of picking up the suspension tie arms... we'll find a way!
Day six - Thursday
Right... chopped out the front left gearbox mount (again!) and put in version three. Now the shear on the mount is much reduced, and it's moved the balance such that the engine hangs beautifully. The main problem was that it's hard to design an engine mount in the space available which acts to support the engine but also allows the engine to be removed downwards...
Sorted out the centre rear engine mount - for once, a doddle. Used the remaining Ford mount and a block of 25*50 tube; the engine is now just where it should be.
The nearside tie bar fits back without changes and doesn't appear to foul anything; even on full load there looks to be plenty of clearance around the gearbox.
We've started re-forging the offside tie bar; that needs one bend straightening and the other bending further. Once that's done as a first approximation, we'll make the final chassis mode for it's fastening. We can't use the original plate as the power steering pump and alternator are in the way.
We're a bit stumped to go further on that since we dropped the hubs off for new bearings pressing in; the nice man there offered me a set of XR2 brake discs for 20 quid, so I had 'em. They'll go on tomorrow along with track rod ends and outer CVs.
Got the new radiator today - very nice: a little less tall than the coupe but wider and a bit thicker. Shiny shiny!
Welding in the final bits in the chassis (except the tie-bar pickup) - the mount for the steering rack (which has changed a little since the first trial fit) and the rear engine mount which was only tacked in.
More later...