Ben's (an emotional quandry) 1975 SE5a

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scmarf
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Ben's (an emotional quandry) 1975 SE5a

Post by scmarf » Mon Apr 02, 2018 10:15 pm

Has it really been over a year since I did anything on this car? Well yes. Have you ever heard the expression 'stop the world I want to get off'? Some of the reason was down to a distraction called Mr Green .. viewtopic.php?f=4&t=32842. I achieved my goal of finding him a new home a few weeks ago but I had to make him a viable proposition first. In fact I really enjoyed our time together but you get to an age when you have to let go (so SWAMBO tells me :roll: ). In addition I had to spend some time looking after my ailing Mum who sadly passed away on December 6th. On the next day I was given the news that I was being made redundant together with 1100 of my UK colleagues. Almost immediately after the funeral, I went into hospital for an operation that completely put paid to February. Anyway, I am now back on my feet and decided to dedicate this bank holiday weekend to the SE5a. The target was to get the front cover and sump on the engine. Should be easy shouldn't it? :roll:

Having put the new alloy timing gear on, I was very disappointed to find it was all locked up solid when I tried to measure the tooth clearance. I knew it had rusted up a bit in the damp garage over the year but I was surprised it was locked solid :!: . However, investigation revealed that there was no camshaft spacer (item 15). Without this, the cam gear just clamps the camshaft thrust plate between it and the front cam bearing and locks up. I'm pretty sure I didn't take one out so I guess the bolt was just left loose enough to let everything move. Anyway, I certainly couldn't find it anywhere so that put a stop to any further progress until the shops opened again on Tuesday :( - or it would have were it not for the power of the Noggin :) . A call to Steve Dennison and a spacer arrived at my door that very afternoon (and I got to drool at his very nice coupe). I owe him a pint! It took only half an hour to fit and everything was assembled to the correct torque and moving smoothly. It completely transformed my day from frustrated disappointment to a realisation that I have friends who will go out of their way to help me out.

As I finish the bank holiday weekend, the gear play has been measured (0.033 at the clock = 0.029 at the teeth) and the front cover is on (which pleases SWMBO because it has been in the front room for the last year :? ).
Gear play is academic for these alloy gears but I like to know where I start from. I will check this against the SE6a one later.
Autobooks engine diagram edited.jpg
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front cover cropped.JPG
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Honda Jazz
1977 SE6a, previously 1985 1300 SS1
Worlds longest coupe restoration
Chief mechanic for offspring's fleet (SE5a, Bond Equipe, Ford Focus)

Henry Royce: "The quality remains long after the price is forgotten"

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Ben's (an emotional quandry) 1975 SE5a

Post by scmarf » Mon Apr 02, 2018 10:22 pm

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Honda Jazz
1977 SE6a, previously 1985 1300 SS1
Worlds longest coupe restoration
Chief mechanic for offspring's fleet (SE5a, Bond Equipe, Ford Focus)

Henry Royce: "The quality remains long after the price is forgotten"

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Ben's (an emotional quandry) 1975 SE5a

Post by scmarf » Mon Apr 02, 2018 10:27 pm

Just checked - it was 0.024 on the SE6a. That seems to be quieting down nicely!


Honda Jazz
1977 SE6a, previously 1985 1300 SS1
Worlds longest coupe restoration
Chief mechanic for offspring's fleet (SE5a, Bond Equipe, Ford Focus)

Henry Royce: "The quality remains long after the price is forgotten"

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Ben's (an emotional quandry) 1975 SE5a

Post by scmarf » Mon Apr 02, 2018 10:29 pm

Blimey - nothing for over a year and then four post at once! :D . This is the spacer in question.
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Honda Jazz
1977 SE6a, previously 1985 1300 SS1
Worlds longest coupe restoration
Chief mechanic for offspring's fleet (SE5a, Bond Equipe, Ford Focus)

Henry Royce: "The quality remains long after the price is forgotten"

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Ben's (an emotional quandry) 1975 SE5a

Post by scmarf » Wed Apr 11, 2018 8:35 pm

Short engine now ready to go in. Next job - gearbox - inspect and replace or repair.
eng ready.JPG
short engine
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Honda Jazz
1977 SE6a, previously 1985 1300 SS1
Worlds longest coupe restoration
Chief mechanic for offspring's fleet (SE5a, Bond Equipe, Ford Focus)

Henry Royce: "The quality remains long after the price is forgotten"

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Ben's (an emotional quandry) 1975 SE5a

Post by scmarf » Wed Apr 18, 2018 8:51 pm

Tonight’s teaser: Here we have two selector forks. One has done about 30,000 miles in my spare gearbox. The other is out of the SE5a which has a habit of jumping out of gear. Do I,
a) Swap the sideplates and hope for the best.
b) Swap the gearboxes because the engine is out and it's a bit easier (though I would still have to manhandle it under the car).
selectors1.JPG
selectors
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Honda Jazz
1977 SE6a, previously 1985 1300 SS1
Worlds longest coupe restoration
Chief mechanic for offspring's fleet (SE5a, Bond Equipe, Ford Focus)

Henry Royce: "The quality remains long after the price is forgotten"

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Ben's (an emotional quandry) 1975 SE5a

Post by scmarf » Thu Apr 19, 2018 12:47 pm

Anyone have a view?


Honda Jazz
1977 SE6a, previously 1985 1300 SS1
Worlds longest coupe restoration
Chief mechanic for offspring's fleet (SE5a, Bond Equipe, Ford Focus)

Henry Royce: "The quality remains long after the price is forgotten"

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Ben's (an emotional quandry) 1975 SE5a

Post by philhoward » Thu Apr 19, 2018 12:51 pm

I'd say swap the boxes - whilst the fork isn't marvellous, it might be indicative of another problem in the same box (like weak/missing springs in the hub)?


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Ben's (an emotional quandry) 1975 SE5a

Post by Old and Slow » Thu Apr 19, 2018 1:06 pm

Yes, I'd second that - but flush the gearbox to see what detritus is in there first, though, just in case. :?


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Ben's (an emotional quandry) 1975 SE5a

Post by gtcse8 » Thu Apr 19, 2018 8:35 pm

The wear in the selector forks will not have any large effect on gear jumping.
That is all to do with the state of the syncro rings and detents on the gear clusters.

And the wear or slop in the selector rods.

Once the gear cluster has been pushed "Over centre" of the detents they will "Drop" into place unless the syncro and detents are very worn.

The forks are only there to engage the syncro`s and as long as the gear selector rods are able to move them far enough the gears should select, jumping out of gears is NOT connected to the forks unless the rods are able pull them back.


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Ben's (an emotional quandry) 1975 SE5a

Post by scimjim » Thu Apr 19, 2018 9:15 pm

scmarf wrote:
Wed Apr 18, 2018 8:51 pm
Tonight’s teaser: Here we have two selector forks. One has done about 30,000 miles in my spare gearbox. The other is out of the SE5a which has a habit of jumping out of gear. Do I,
a) Swap the sideplates and hope for the best.
b) Swap the gearboxes because the engine is out and it's a bit easier (though I would still have to manhandle it under the car).
c) rebuild one of them :D


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Ben's (an emotional quandry) 1975 SE5a

Post by chrisgallacher » Thu Apr 19, 2018 10:03 pm

I had a SE5a gearbox repeatedly jump out of third on acceleration. It had a selector fork just like the one in the second pic.

I brazed up the wear then carefully filed down until everything was flush to where it should have been. Slightly crude repair, but it never jumped out of gear again.


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Ben's (an emotional quandry) 1975 SE5a

Post by gtcse8 » Thu Apr 19, 2018 10:27 pm

Sorry Chris but I think that the Jumping out of gear would have been because of slop/looseness/wear in the gearlever selector mechanism.
And the fact that you pulled it all apart to do the repair work on the selector fork fixed the problem was probably due to( what`s the word?? Luck ) or the way it was ALL put together back again.
I DO NOT want to get into a debate/argument/what`s right/what`s wrong but I`m just commenting on how things work.
IF the selector fork has enough movement to push the mechanism over the centreline then it WILL engage the gear.,
UNLESS the syncro unit is buggered, in which case your repair would have/could NOT fixed the problem.

The VERY small amount of wear in the selector forks would not have any effect on a syncro dropping a gear so long as the rods push or pull the levers far enough for the detents to "drop" into the grooves, the selector forks are only there to push the syncro rings into place.

I have taken apart lots of the type F gearbox and have found the biggest problem of gear selection is due to the lever rods slackness, NOT the forks and syncro units, unless they are FUBAR, it`s a well known problem and even the Fast Ford/ messers acknowledged this


See the Beast on youtube under" RELIANT SCIMITAR CONVERSION LOL.,Se5,Se5a, Se6a, Two Se6b`s, GTC, SST 1800Ti & not a lot of sense

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Ben's (an emotional quandry) 1975 SE5a

Post by scmarf » Fri May 11, 2018 9:24 pm

A big problem with taking a year out during a rebuild is that you forget how things go together :roll: . These brackets have come out of the powder coating box but I cannot identify where they go. I'm thinking maybe bumper for the bigger ones? Anyone help?
IMG_2536.JPG
Bits?
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Honda Jazz
1977 SE6a, previously 1985 1300 SS1
Worlds longest coupe restoration
Chief mechanic for offspring's fleet (SE5a, Bond Equipe, Ford Focus)

Henry Royce: "The quality remains long after the price is forgotten"

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Ben's (an emotional quandry) 1975 SE5a

Post by gtcse8 » Fri May 11, 2018 9:36 pm

Don`t recognise the bottom ones.

The Top ones are definitely fog lamp mounting brackets, they clip/bolt onto their housings and allow for up/down aiming.

The others MAY be there to mount the top ones to?????


See the Beast on youtube under" RELIANT SCIMITAR CONVERSION LOL.,Se5,Se5a, Se6a, Two Se6b`s, GTC, SST 1800Ti & not a lot of sense

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