6a Front Suspension - back to standard height?!

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RichM
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6a Front Suspension - back to standard height?!

Post by RichM » Tue May 28, 2019 1:05 pm

Actually Jim, the pic is slightly misleading - if you look at the lower bracket you can see the spacer is short by about 1mm...still it's comfortably more than half of the bracket thickness though.
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6a Front Suspension - back to standard height?!

Post by scimjim » Tue May 28, 2019 1:11 pm

Is that 1mm due to corrosion build up on the outer side of the damper bracket?

The general consensus for many years has been to put them in the wrong way round if fitting wider dampers.


Jim King

SECURE DRY STORAGE FOR YOUR SCIMITAR

Current: SE5 (8Ball), TI SS1 (snotty), 1600 SS1 (G97), 1600 SS1 (C686CCR), 2.5TD SE5a (diesel 5a), 6 x random other SS1s.
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6a Front Suspension - back to standard height?!

Post by gtcse8 » Tue May 28, 2019 1:16 pm

When I make the collars I always give them enough `Shoulder to go through the eye and ensure it nips the centre sleeve of the bush.
I always advise people to scrape away any rust or paint IF FITTING THEM FROM THE OUTSIDE.
If fitted inside the "Brim" of the collar abuts this central sleeve.

Bushes in shockers can be a nightmare if the fitters are not aware there are now about Four different types and Two widths.

I have bored out or sleeved quite a few over the years to take the much longer lasting bonded sleeve types.


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6a Front Suspension - back to standard height?!

Post by JoeySully » Tue May 28, 2019 1:40 pm

I think the later brackets may be made of thicker steel too.



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6a Front Suspension - back to standard height?!

Post by RichM » Fri May 31, 2019 4:43 pm

30th May
New Vertical links have arrived, ready to de-grease & paint before transferring over the other bits.
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6a Front Suspension - back to standard height?!

Post by RichM » Fri May 31, 2019 4:45 pm

Test fitted the trunnions, much better, no play anymore.
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6a Front Suspension - back to standard height?!

Post by RichM » Fri May 31, 2019 4:48 pm

Time to put some solder on the trunnions as recommended to stop the grease using past the bottom plates.
Fingers crossed...
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Trunnion before
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Heating trunnion
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Plenty of solder flowed into the gaps, visible from inside too, hopefully that will stop the grease escaping.



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6a Front Suspension - back to standard height?!

Post by RichM » Fri May 31, 2019 4:52 pm

31st May
New Vert links and fulcrums ready for primer.
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Thought I'd see if a bit of Nitromors would remove the remains of the shoddy powder coat on the Spax dampers. Worked well so I'll continue to prep these ready for painting too.
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6a Front Suspension - back to standard height?!

Post by Dennis Nicholas » Fri May 31, 2019 11:44 pm

scimjim wrote:
Tue May 28, 2019 11:41 am
What’s the problem with putting the top hat washers on the other way round to accommodate wider dampers? The minor wear to the inner faces is exactly the same as every other vehicle in the world suffers? The top hat spacers were introduced to accommodate the thinner dampers, not prevent wear on the inner face.
The bracket holes are 5/8 inch. the ID of the damper bush metal sleeve is 1/2 inch; supposing the metal sleeve is 1/16 inch thick that gives OD of 1/2 + 1/16 + 1/16 = 5/8 inches which would let the sleeve go inside the bracket till it meets the outside placed spacer OR if slightly thicker then a very small amount of the sleeve would be bearing on the inside of the bracket.......either way NOT GOOD. The first mod had bracket and bush holes both 1/2 inch so sleeve was fully bearing against flat spacer washers which took up the distance with the narrower bushes.......BUT for mod stage 2 when the bracket holes were made bigger at 5/8 then the spacer "top hat" type was inserted inside the bracket to reduce hole to 12 inch and to provide a face for the total end edge of the sleeve and probably the rubber, to bear against. Draw it to scale and the penny will drop.

Re modern cars........they apparently just get thrown away when bits get worn......I don't intend to follow that route with my GTC.......however should you be intending that action I will not charge you to dump your Scimitars at my place :lol:


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6a Front Suspension - back to standard height?!

Post by RichM » Mon Aug 19, 2019 7:23 pm

Thought I'd update the saga of my front suspension rebuild as it is now finally pretty much complete.

New Fulcrums painted and ready to fit - shown with crusty old one for comparison;
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Fulcrum
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Painted uprights ready for new bits..
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uprights
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PO had added an extra 1/2 " of shims to correct camber after fitting non pas trunnions/reversed lower & upper wishbones etc. I removed approx 1/2 worth from each side and guessed that this might be the correct amount. Camber & Alignment check done today proved me right! That was probably the only stroke o f luck in this entire process :D
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Shims
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New vert links painted, & shocks touched up too.
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Painted links
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Swapping over the calliper mount & steering arm & spacers proved tricky. A couple of mangled bolt heads required some special removal sockets, and a spacer or two required plenty of heat & brute force. Eventually freed everything up to swap over to new Vert links.
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Caliper plates stuck
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Spacer stuck
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Separated
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Next to remove the stub axle. Despite a hefty vice, some WD40 and plenty of swearing I couldn't separate the stub axle from the vert link. I popped them in to my local garage who Kindly used their 20 tonne press. They said it sounded like a shotgun going off when they finally parted. Didn't charge me anything either which was great.
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Stub axle 1
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6a Front Suspension - back to standard height?!

Post by RichM » Mon Aug 19, 2019 7:36 pm

Everything separated and ready to start re-assembling.
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Bits 1
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Bits 2
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Fitting new upper ball joints from GW. On both sides the grease nipples were rubbish and basically fell out before the grease gun could even get close. They were made of the cheapest metal and the threads were useless. Luckily I could transfer the nipples over from the old ball joints.
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Ball joints
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At this point I got concerned that there was something up with the lower wishbones as they appeared out of line (raised on another thread). Turns out that all was ok and went together fine in the end. As recommended by others, just loosely fitting the damper plate, then doing trunnion, then tightening damper plate allows everything to line up.
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wonky wishbones
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I hadn't spotted a leaky brake hose on the n/s which Kindly stripped some paint for me. Another job on the list! While I was at it I rubbed back and painted the outriggers which were beginning to show some surface rust.
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leaky hose
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painted
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outrigger 1
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Next up, new tie-rods. the old ones were a bugger to remove as the locking nut was basically rusted in place. Heat & perseverance won in the end.
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tie rods
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Taking shape
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6a Front Suspension - back to standard height?!

Post by RichM » Mon Aug 19, 2019 7:50 pm

I'm very lucky to be able to use a friends garage for a few months to do all this, otherwise it would be out on the street....
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garage
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Damper & Vert link in, about to attempt the trunnion.
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ready for trunnion
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What are the chances of all of that lot staying in place :D
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trunnion 1
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Time for wheel bearings. Old bearings and races carefully tapped out and hubs cleaned of all the old grease.
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bearings 1
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Backplate fitted and hub re-greased. Used Comma High Temp bearing grease.
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Hub on and calliper fitted. Sadly no time or money to refurbish or replace the crusty looking callipers, but I did replace the twisted old copper pipe as I had them ready to go form a a full copper brake line set I had bought from GW a year or so ago when I had to replace the twisted and tired rear pipes.

Little did I know I would be removing the caliper and hub a few more times....
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6a Front Suspension - back to standard height?!

Post by scimjim » Mon Aug 19, 2019 7:53 pm

Good job :D

I don’t understand why the PO would have fitted 1/2” shims - PAS/non PAS doesn’t affect the camber that much :shock:


Jim King

SECURE DRY STORAGE FOR YOUR SCIMITAR

Current: SE5 (8Ball), TI SS1 (snotty), 1600 SS1 (G97), 1600 SS1 (C686CCR), 2.5TD SE5a (diesel 5a), 6 x random other SS1s.
Previous: SE5, 3 x SE5a, 2 x SE6a, 3 x SE6b, GTC, 2.9i GTC, 3 x 1600 SS1, 1300 SS1, Mk1 Ti Sabre, Mk1.5 CVH Sabre
Chief mechanic for: 1400 K series SS1 (Megan3), 1400 CVH EFi SS1 (Grawpy), 1300 SS1 (Number One) & Sarah's coupe.
CURE THE FAULT - NOT THE SYMPTOMS

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6a Front Suspension - back to standard height?!

Post by RichM » Mon Aug 19, 2019 8:00 pm

Now to do it all again on the other side...
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And now to take it all off again. My old trunnions had a steering lockstep fitted which was basically a bolt and some washers. The new trunnions didn't have a hole drilled for such a bolt but I had read on here somewhere that the PAS cars had a steering stop built into the rack.I confirmed this over the phone with GW.

However, on full lock the disks rubbed against the edge of the trunnion cup/washer on the lower wishbone to stops were required after all. I swore a bit then took it all off and drilled and tapped the trunnions for a stainless steel M8 bolt and some washers.
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Old v new
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Drilled
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Tapped
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And finally back together. Or so I thought.
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Caliper
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6a Front Suspension - back to standard height?!

Post by RichM » Mon Aug 19, 2019 8:18 pm

Next stop, Anti-roll bar bushes. A bugger to get to the bolts with the bumper in place. Luckily could just get a small 1/4' ratchet with a small 11mm socket on. Only the bottom bolt had to come out fully, the top one comes out just enough that you can swing the bracket around to get the bush out.
It was awkward and uncomfortable but I'm glad I persevered as the old bushes were shot.
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bush out
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Drop links re-attached, time for a final check over, split pins and torque everything up etc. I also raised the ride height at the rear to hopefully be in proportion to the new front height now that everything was back to standard. I guessed at an increase of an inch to the adjustable spring seats on the Spax dampers and it worked out about right. Oh and I replaced the brake fluid and bled everything thoroughly.

I jacked up the front suspension before final torquing so that the lower wishbones were horizontal to simulate load etc. Seemed to work well.
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Finally back on the ground!
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I nervously took it for a test drive. Despite the tracking etc. being out it steered and rode much better than previously. The ride quality was better and less crash over the bumps. A big improvement. I was looking forward to getting a proper alignment check. Only thing was that the brakes were getting worse the longer I drove.

The following morning I looked under and saw oil dripping off of the back of the brake disks. I realised that perhaps I hadn't squeezed all of the excess oil from the new felt oil seals after I had soaked them. The only thing for it was to take of the calipers and hubs again, clean and de-grease and re-assemble. I ordered new pads but cleaned up the contaminated ones thoroughly with brake cleaner as a temp measure to get me to my alignment check.

Brakes worked fine for the journey there and back today, so hopefully new pads on sometime in the next few days.



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