My HPE....now a rolling recommission

[Nigel]

I've now got the right MIG gas mix (5% co2). I'd been struggling with the machine since I got
it, and only 20% co2 was available locally 2 years ago. A test weld on the bench proved
it wasn't only my incompetence. This MIG 180 really does weld good.

This side is not as bad as the opposite. Cut out top skin and find the inner box section
is also holed. Cardboard-Aided-Design used. Watching countless youtube helped.
Good practice, it won't be seen. Generous primer applied.
More CAD for the outer part. Piece now ready for welding in tomorrow.

Luckily, I had a large fire blanket which came in useful to protect the interior.

[Nigel]

I installed a oil catch can some time ago, and its been working
well, although a bit of oil has been reaching the air filter container
contaminating the filter a bit on one side.

On searching ebay again, with the intention to find a different one, I saw that
this original has been superseded by a version with a breather at the top, and for fewer
beer tokens. This new one also has O rings instead of the need to use
ptfe tape.  I had to drop it down about an inch for clearance.

The A1 to Yorkshire will be its testing ground.

[Ferrit]

How is the bodywork going?

[Nigel]

How is the bodywork going?

Mark, the two rear window lower apertures are done for now. The finish is not
yet perfect but can wait until the planned professional respray next year.

The doors are next, after Betameeta.
I also plan to strengthen the rear cross member as per Ian's Betas.

Nigel

[Ferrit]

Handy your car is almost primer colour :-)

[Nigel]

Another pic of the modified rear crossmember now installed
and waiting for a dry day tomorrow to fully tighten and rust proof.

A rather easy and quick job, quite satisfying as well
I used 1.5mm steel, close to what the beam is made from.

[A Ross]

After reading Ian's post and seeing your post on the boxing in of the rear cross member, I am really interested to get your take on this too Nigel. If it is as transformative as Ian says, I will very much be up for doing the same to my coupé - probably in Stage II of my planned works for the car though.

[Nigel]

Hi Alex,
I drove it earlier after tightening the centre arm bolts.
I can't honestly claim an improvement yet. My drive was relatively short
and only around local roads. I need to get it out further.

Did some other stuff as well. I'd found a cracked on-the-surface rear fuel tank
breather hose, yes R6, so I swopped that out whilst the beam was out, good access.
Also rejigged the pipework around the oil catch can, removed the breather option, but there's
more to do on that.

N.

[Nigel]

Inspired by an Italian on Facebook, and what to
do when it's windy and cold......

A bored old man finds the old auzzie carburettor, makes
a pair of brass extensions and some cutting, filing, drilling and tapping, (the primary
shaft has an M7 thread) later.......

[HFStuart]

I like that - progressive twin choke becomes double barrelled carb.  You used to see that in some race series where they had to keep the original carb -Skoda challenge for example.

How does it run though?

[Ferrit]

I guess if you can get the jets right it 'could' perform like a single DCNF?

[Nigel]

Not fitted yet.
I'm researching jetting at the moment.
Suggestions welcome.

This is purely a fun side project. I'm not proposing fulltime usage.

N.

[squiglyzigly]

Hi Nigel,
If it’s a standard Beta carb then the standard jets sizes shouldn’t be far out if the chokes are still standard size. IMO the main problem will be the accelerator pump jet setup. The cam for the pump jet has that double ramp profile to match the first and second chokes opening in sequence. The pump nozzle also is sized accordingly. The beta carb doesn’t have an accelerator pump ‘jet’ like a DCOE or similar, but instead the nozzle itself is sized. I expect you will have significant flat spots when you increase or step on the gas because of this dual opening design.
The two main changes to overcome this will be a new profile pump cam and changing the nozzle jet size. Changing the nozzle jet size is problematic because it’s a cast nozzle (some kind of zinc alloy possibly) and once you drill it larger I imagine it’s nigh impossible to solder it up if you want to go back smaller.
Fuel consumption will be a slight downside.
I think it will amuse you for hours.

Look forward to your experiment results.
Ian

[Nigel]

Very helpful Ian.

Several Carb sellers do synchronous kits for the DGV and post similar jets for both
barrels. A double jet pump nozzle is included in these kits but won't fit the DAT.

I'll probably try it with the standard nozzle first, perhaps expecting some hesitation.
I like the suggestions of modifying the ramp on the actuator and boring out the jet.

Thanks
Nigel

[Ferrit]

I was thinking about this last night.  Will it matter that the chokes are different sizes?  You could use a jet calc for a similar sized dual choke carb?  I was wondering how the accelerator pump would work out. 

A lot of the 'other' jets are pressed in brass, but same issue, if you drill thats it

[Nigel]

Very little to report on my car and with all the rain I've only
managed one trip out since last year, and that wasn't very long.

No progress on the slightly mad carb job mentioned previously. That will
probably sit for a while.

In the meantime I fitted the new LMC grille badge. Except it actually doesn't fit this
grille without some fettling. The rear posts are just a bit too wide, so, not wanting to
modify the grille, I had to slim down the badge lugs on the outer sides with a grinder.
And then the lugs protrude, so I rummaged and found a couple of plastic
spacers, and a pair of M5 screws. I used some mild thread-locker just in case.

I think it's level.