Okay...to start off, I'll describe the build. Or two, actually, as my buddy is also building basically the same car.
Frame:
It's a McSorely design, modified somewhat. It's a +2+2+2 over book frame, but tapering to a book nose at the front, so a standard nose fits. We originally ordered a lot of parts from CMC (remember them?), but ended up having a huge hassle when the guy disappeared...with several thousand dollars of our money. In the end we got some of our parts (fenders, and noses), and the remainder of our money back. I had to make a few calls to accomplish that.
Engine:
For engines, we decided (well, I decided, and browbeat my buddy into going along with me) to use Ford Zetec 2-liter engines, on Weber carbs. As I'm a bit of a traditionalist, my thinking was thus - they look the part (Ford, 4-cylinder, twin-cam, 4 valves per cylinder), but are of reasonably modern manufacture. So, parts are available, the engines have modern metallurgy (so will last hundreds of thousands of miles, rather than tens of thousands), and they're lighter than the original Kent engines (with almost double the power).
The downside, of course, is that these engines 1) were designed to be transverse-mounted, and 2) were highly computerized (no distributor, etc.). Initially, we thought to run the original computer & attempt to "fool" the no-longer-applicable sensors, but this turned out to be a huge task, and quite possibly insurmountable.
We could, perhaps, have gone the Megasquirt route, but when we started off on this venture the MS systems were pretty much build-it-yourself propositions (on a good day, I can solder two wires together...if I'm lucky), and programming them represented a whole new technology I'd have to learn. Carbs, on the other hand, I understand.
So, we purchased dual Weber 45DCOE carbs & manifolds (my setup came from a Formula Ford race car), Fidanza alloy flywheels (mine is 8 lbs., all-in) and, so as to be able to turn the engines inline, bell housings from Quad4Rods to fit the Ford T-5 WC transmissions we decided to use.
Rear Axle & Suspension:
For the rear end, we're using Ford Pinto/Mustang II axles, with the original suspension mounts cut off & the usual 4-link + panhard/+ coilovers setup used. This axle is surprisingly light and, of course, simple. We originally considered using Heim joints at both ends of the links & Panhard rod, but decided that that might be a little...harsh. By the same token, we felt that poly bushings at both ends might be a little too compliant, so we used (fairly massive) Heims at the proximal (frame) end, and bushings at the distal (axle) end. We think that might work out just right.
Front Suspension:
Front suspension is Mustang II uprights with dirt-track racing upper A-arms, home-fabricated lower A-arms, and again, coilovers. BTW, the GAZ fully adjustable & rebuildable coilovers were ordered from England, custom built to our specs. A very expensive bit of kit, but beautiful!
Ignition:
As we don't have distributors, and weren't up to building our own bespoke computers, we purchased simple, 2-D-mapped ignitions from Quad4Rods (now, they have 3-D mapped systems...*sigh*). They're basically a 1980's GM ignition module, modified into "run home" mode, with 10* static (idle) advance, and another 14* added in over the next couple of thousand RPM's. To use this system, we shipped our crank pulleys to them, and they modified them with a trigger wheel. They also sent us gorgeous CNC-machined pickups that bolt directly to the Zetec engine. Simple system indeed - 4 wires, total - ignition (12V), ground, signal input from the aforementioned pickup, and a tach-output wire. Even I can wire that up!
Body work:
We're using our original CMC-sourced rear fenders & noses. We originally planned to use the gull-wing front fenders as well, but owing to the change in angle in the sides of our frames (+2 tapering to book noses), they don't fit at all. My buddy still plans on using his, but splitting them lengthwise & fiberglassing in wedge-shaped fillers to make them fit the frame angle. I decided to go with cycle fenders...much easier, much lighter, and much less induced front-end lift in an already light car. If I change my mind, I can always modify my gull wing fenders & add them later. BTW, I bought my cycle fenders from C.O.L.D., here in BC. Nice quality (far better than the CMC stuff, too). The rest of the bodywork will, of course, be aluminum. I'm both dreading & looking forward to pounding & fitting the alloy panels...
Interior:
I'm using seats from a Miata. Due to their width (and the narrow cockpit), it was necessary to remove the recline mechanism & substitute a plate (T-6061). This works fine, and is very strong. In order to have access to the area behind the seats, I welded hinges onto the front of the upper seat sliders (the sliders still work), and a remote, plunger-activated latch mechanism at the rear of the sliders. So, the seats can be tilted forward, even if the recline doesn't function. That was a LOT of work!
As for the dash, I'm (again) a bit of a traditionalist...and perhaps a bit of a masochist. I'm going with black leather (or quality vinyl) over high-end marine ply, and a full suite of 6 Smiths (MGB-sourced) gauges. All the gauges are in good nick, and all function, but...getting the tach (for example) to speak the same language as my ignition may be...challenging. We'll see. The fuel gauge, at least, works as fitted, as I'm using a Triumph Spitfire fuel tank (looks like it was designed to fit a Locost!) & matching sender unit, both of which speak the same language as the fuel gauge.
So, that's the basic design parameters in a nutshell. From this point on, I'll try to keep the prose to a minimum & start adding pics!
_________________ Scratch building, at continental-drift speed, a custom McSoreley-design framed, dual-Weber 45DCOE carburated, Zetec-engined, ridiculously fast money pit. http://zetec7.webs.com/
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