Mk1 Escort Rebuild – Retropower Gordon Murray Episode 12


In this episode we get a look at the rolling shell complete with engine and gearbox


Here’s Episode 12:








Transcript :

until you actually build these things
and try it you don’t foresee always the
potential stumbling blocks
it’s been a little bit longer than we
anticipated before getting to in this
episode christmas has come between so I
hope everybody’s got a good Christmas
I’ve got a stinking cold so if I sniffle
and sneeze my way through this then I
apologize but big change we’re in a
completely different room this is the
assembly workshop now obviously last
time we were looking through the show
was in the paint booth so it’s been
moved through to here and a massive
change obviously as we’ve got engine
gearbox the cars rolling and we’re kind
of now moving on to working on all the
sort of engineering jobs that we didn’t
do during the dry build because they
weren’t necessary to actually do there’s
kind of reasoning for the delay in
bringing this episode actually it’s just
the way the timings worked out on
everything we got the dummy struts from
Nitron essentially based on our just
steel mock-ups they built what they
hoped would be the final strut bodies
but didn’t put any kind of coating on
them they were just in bare steel got
them over to us and we did a mock-up
build with those and there was actually
a problem with the front ones so they
had to have those back do a revision on
the front ones and then get us to check
those out before we then sent them off
for coating and build them up and gassed
them up and basically get the final
struts and by the time we got those here
we’d kind of missed their window of
opportunity for the guy behind the
camera Jason to come and be able to do
the filming and we just we’re gonna get
it done before Christmas so we hoped
we’d get it out for Christmas but wasn’t
gonna happen so here we are January and
at least on the plus side we’re a long
long way into the build on the car now
some of the things we’ve been working on
in the engine bay in fact what we’re
actually working on now is these
fabricated tanks that sit at the back
corners of the engine bay and I think we
talked about this before when we were
doing the dry build we were making
provision for where they were going to
go and we had in our heads how they were
going to be so at the moment we’re in
the process of turning that kind of
vision into a reality so we’ve done
fabricated other mininum tanks which
will have kind of leveled tops on both
of them the way we wanted to mount them
we were trying to make it so there was
no visible fasteners so we’ve got the
unions that come out of the bottom of
the tank that feed in this case the
brake fluid to the brake and touch
master cylinders and in that case the
screen wash through the bulkhead they
actually create the mounting point for
half of the tank and then we’ve got a
threaded boss that we’ve we’ve machined
and then welded to the bottom of the
tank which kind of forms the third
Mountain Mountain point and the idea
there is that when they’re in situ they
kind of look like almost like they’re
slightly floating there and there’s no
visible bolts there’s no flange that’s
bolted down or anything like that so
what you’ll see is effectively like that
tank is now it just kind of sits in
there I mean at the moment we’re
essentially kind of tackling jobs that
are bespoke bits of engineering there’s
so many parts where we can just put our
it together you know like the doors for
instance it’s just a standard build and
put the winder mechanisms and the
channels etc in the glass but we know we
can do that quickly so it’s trying to
get through all the bespoke stuff now so
where there’s where there’s CNC
machining to do and that sort of thing
we can get those processes happening in
the background while we crack on with
the more basic build work so for
instance one example of that is the
bonnet release we’ve always loved the
fact that the early cars have the push
button in the grille to release the
bonnet it’s just it’s so simple and
effective gets rid of the need for a
cable yeah you can get into the engine
bay you know so there’s a security thing
which I guess is the reason they have
cable releases originally but ultimately
who’s gonna what you’ve opened the
bonnet what are you gonna do steal the
engine it’s a bit ridiculous so you know
we love the simplicity of that but the
original button looks a bit clunky and I
kind of prefer the look of the grille
without the bonnet release so we thought
we’d try and create the best of both
worlds and we’ve actually machined a new
push-button for the bonnet release that
it’s an exact replica of the profile of
one of the grille slaps
yeah I guess one of the obvious changes
standing here is that the last time we
did an episode although we had the
plaintiff Shelley engine wasn’t even
back yet cause were for building this
still I would guess this arrived
probably the week after we add the last
episode but yeah I mean it looks amazing
now seeing it all here together with
it’s got that carbon airbox with the
carbon trumpets and then the plaque
that’s on the top of it you know it’s
it’s nice to you know we when we had it
all for mock-up it was obviously a bit
of a scruffy block and it you know you
never really see the finished thing it’s
in it all here and in place it looks it
looks a bit special and it’s it’s just
nice seeing everything start to come
you can explain all you want to somebody
else but it’s not until you actually get
it in there that I think people fully
appreciate what’s been in your head this
whole time then you can sort of and
visit how it’s going to look but when it
actually starts to come together that’s
when it’s sort of all all the hard work
starts to pay off and you get that kind
of rewarding feeling once we add the
engine here we wanted to get it on the
subframe because the whole lot goes up
from underneath you literally put the
engine on to its mounts on the front
subframe and then just raise the whole
lot up under the car and drop the shell
over it and bolted in but we wanted to
be sure there were there were a few
parts on the whole assembly which are
going to be very difficult to access
once it’s in so we we wanted to sort of
tick off all the all the jobs that we
wanted to do while we still had access
the heater plumbing pipes was one of
those jobs so there’s there’s there’s
like a water manifold on the back of the
head which feeds water round and up and
the radiator but it also has the outlets
which recirculate a water via the heater
when the heat is on or and they also it
also bypasses the thermostat to some
degree when the engines in its warm up
phase basically it has a recirculation
from the back of the head back to the
thermostat it’s very difficult to get to
that automatically afterwards so we
thought we’ve made made another minion
pipe that runs down the side of the
block and curves around the back to join
up with that water outlet on the back of
the head there and that’s bracketed on
to the side of the block with an
Arminian bracket so we formed that pipe
and the bracket and then have those
anodized to protect them from any sort
of corrosion and we’ll be doing the same
actually with the tanks up here because
that kind of bare aluminium finish gets
a bit of furring over time
even if you poly fit up so it is we’re
going to get those clear anodized so
they’ll have a nice silver finish to
them and they won’t deteriorate over
time and then obviously getting the
engine and gearbox together that’s
another fairly obvious point the engine
comes without flywheel or clutch so we
just get it as the bearer as the basic
engine so I spoke to Dave at retro Ford
we’ve had some clutches done via him in
the past and I know he’s done this exact
combination before so I spoke to him and
kind of agreed what would be the best
spec for a car that’s going to be a
reasonable amount of power so at least
nobody searched but it needs to be Road
drivable we’ve basically got a
traditional sprung type organic friction
plate but with a heavily operated billet
pressure plates over it onto a billet
flywheel ttv actually made the flywheel
and did a nice job of that so we could
got that ttv flywheel and all those
parts here got that light on the gear
box that we mocked up with it was
actually a used one we just bought that
from a mx-5 breakers to mark everything
up but then the final one that’s in the
car now is a brand new and we just got a
new a new gearbox from Mazda and then
the other custom part really on the
gearbox is the stick itself which if you
remember from the mock-up build we had a
really cramped back stick on it for
Gordon to try and get the position in he
kind of made notes on what position he
wanted it versus our mock-up
the big stumbling block there was that a
mock-up one didn’t have any of the rear
reverse detent you know the blocker
basically that stops you being able to
select reverse without pushing the stick
down and when we came to do the final
one it was one of those jobs that just
turned out to be vastly more complicated
than you would expect in that the
original sticks got a rubber isolator in
it which just dampens down violent
vibrations in the stick the problem was
when we made the crank stick on top of
that rubber
later suddenly with a big leverage ratio
you can twist the the rubber bush in the
isolator by an enormous amount which you
wouldn’t which didn’t seem very apparent
when it was just a straight stick and it
just made this shift feel horrible when
you went across the Crossgate the the
stick would then twist by kind of an
inch or so at each end of the Crossgate
so we did actually have to do a a
reasonable amount of reengineering of
that mechanism to create a sleeve that
went over and became that sliding
mechanism for reverse blocking and
actually replaced all of that rubber
isolator section but we’ve got that
pushed down to reverse mechanism now
without the twisting of the torsion of
the rubber isolator so yeah that was a
good couple of days work on just a gift
which is where these things always I
hope you know you see people always talk
about the time that goes into these
projects and you know talk about what it
must be costing a lot of money and yeah
sometimes the strangest of jobs turn
into you know huge amount of work it’s
probably to say two days of work in a
gifting which just seems bonkers but
until you actually build these things
and try it you don’t foresee always the
potential stumbling block
so yes a little likes noise going on
next in the unit next door which I can’t
do a lot about while we were waiting for
the struts we had all sorts of other
processes going on so the black you see
here those components are generally
steel and they’ve been blasted hot zinc
metal sprayed and then powder coated
we’ve probably talked about this before
but the hotlink metal spray is basically
like a sacrificial protection corrosion
protection so even if this power to coat
gets chipped or damaged in any way you
still won’t see any corrosion to the
steel itself the diff cover which is
billet aluminium that’s been anodized
and then the diff which was just a
scrapyard diff from a Sierra that’s a
brand new different Quaife they’ve built
that with one of their automatic talk
biasing dips in it it’s got a three
point six to one final drive ratio these
are obviously the damper reservoirs for
the nitrile struts they’re just cable
tied up at the minute but they’re going
to be mounted we’re just having some
mounts for those CNC machine we’ve drawn
them up on CAD and they’ll mount the
reservoirs on these diagonals here and
here and they’d like a billet clubs and
kind of clamps onto there and then clamp
it onto the body of the reservoir you
can just see the bottom of the struts
poking out down here that’s the black on
there is that Xylon coating we talked
about the xylem coating you can see the
brakes we’ve got the Sierra calipers on
there when we did all the mock-up build
for this we actually machine now a
minyan bushes effectively so when we
digged everything for the welding
everything was literally mounted
completely rigidly there was no bushes
in there they’ve obviously now been
replaced with polyurethane bushes so
every link has got a bush on one end and
a rose joint on the other and these are
really high spec aurora rose joints
there was a comment made I think on
either on the Facebook page or on
YouTube about the ROS joints and whether
they’ll be susceptible to to wear and
with them being open to the elements do
we put the rubber boots on them and
actually it’s a conscious decision not
to because every instance we’ve had when
we’ve had rubber boots around these
we’ve found that the river has
they’re actually getting water and grit
and muck inside the rubber boots and
then it has a detrimental effect effect
it actually holds water and grit around
and join so it can’t get washed away
when you wash the car or just overall
use so we leave them exposed and yeah
ventually they will wear and probably
more quickly than a rubber Bush would
but realistically you’re going to get a
good few thousand miles of use out of
car before you get any perceivable where
it’s actually quite a good thing to
demonstrate in a minute is the toe
adjustment and a few people sort of
looking at the pictures and things of
these wishbones and wondering why this
appears to be rows joints in here and
there and it’s because effectively we’ve
got an a arm onto one side of the hub
carrier but the other side because we
want it adjustable it’s mounted to the
first pass of the eye arm if that makes
sense so this joint here doesn’t move
this way relative to this it always
stays fixed and move that whole assembly
moves as a fixed piece on these two
bushes here and here but you can vary
the length of this which gives you your
toe adjustment so you can vary a little
which a reverse thread on one end so as
you can see probably when I do that you
see them in the wheel moving in and out
so that is actually Instituto adjustment
so when you want to adjust the toe on
the car all you’ve got to do is crack
those lock nuts loose turn that and
tighten the lock nuts back up camber
adjustment is via the bolt here which
has got the little puck which we’ve
talked about in quite a lot in the past
that will complete the back end almost
entirely once we bolted these reservoirs
on we’ve got the brake plumbing to run
and that’s basically the back end done
although something has stopped I do
that’s almost worse because then there’s
people watch this video there’s going to
be continuity between who and then there
we go yeah it’s all good the prop shaft
our stews are linked to the medley of
noise now so if the prop shaft which we
have now just sent the drawing a way to
have that made it’s a two-piece prop
we’ve put my ups on the fuel already for
the center bearing which will sit here
to the first section of the problem goes
from the gearbox to the center bearing
and then there’s a second section from
the center bearing and back to the
differential where yes I think that’s
pretty much covered everything on the
rear and I’ll just show you the front
what’s going on there
so yeah subframe much the same treatment
is all the rear so I made all of the
steel components the lower arms the
actual subframe itself the compression
struts they were all sent away to be
blasted a zinc metal sprayed and powder
coated the steering rack that was
already a recon like fresh built rack
but the paint that they use is kind of
just like aerosol you can virtually blow
it off so we we stripped the rack back
down painted that with a like a really
tough polyurethane paint and put up
rebuilt that again and also likewise the
track rods themselves which is often a
thing it’s kind of overlooked they tend
to just have a bare steel finish but it
does deteriorate quickly so we painted
those with that polyurethane paint as
well get a good view of the struts again
from the front here the damper
reservoirs again they just cable tied up
out the way at the minute but whereas
with the back we’re having some billet
mounts made for those whereas the back
ones kind of like a double tube clamp
that clamps them onto a tube at the
front it’s like a it’s basically a
billet piece with some threaded holes in
that we’re going to be bolted up against
the back of the these kind of reinforces
that sit each side of the strut so the
reservoir I’ll be on the back of that
packed back power where we have already
talked about the front suspension in
massive detail before other than the
fact that it’s basically an
off-the-shelf package but what we
probably haven’t dwelled on is the fact
that it is completely different to
standard mark what about to escort from
it’s a fairly standard thing to do on
these cars but this compression strap
here is very different to the standard
layout normally there’s an anti-roll bar
it comes around the front and attach it
to the lower arm and that’s that is
actually what provides the fore-and-aft
location of the lower arm but of course
an anti-roll bar by its very nature has
to flex it’s one wheel will go up when
it will take the along with it but it
needs to allow some degree of flex
between the two so effectively it’s a
bendable rod
so a standard you’re relying on a
flexible rod to
to locate the fore-and-aft movement of
the wheel which of course means under
heavy braking the wheels push a long way
back and you end up with massive changes
in steering angle as you brake so this
set it’s a pretty standard setup on kind
of motorsport escorts where you change
the answer roll bar so it’s no longer
doing that before and after location and
that strut takes all the load so under
heavy braking all the loads are being
fed straight down that’s truck there
which is not going to flex at all so you
you look wheels are absolutely solidly
located when you brake that’s pretty
much covered it to be honest huge
amounts talk about it from I guess we’re
trying to move forward with all of the
engine related systems so the cooling
system the oil system the fuel system so
the parts are being made for the dry
sump tank once they’re machined we’re
going to do the fabrication work on that
tank that will complete that job then we
can get the oil lines in we’re also
having the oil filter mountain machined
which sits on the side of the engine
here mounts the oil filter things like
the screen wash set up making the tanks
for that then we’re going to be doing
the washer jet setup and as I said
before about the domino effect of jobs
that’ll open up a load of things so
we’ll be able to put all the heat
everything that goes behind the dash can
go in after that’s done so we can put
the wiper motor in we can put the heater
box in we can put the instruments in we
can start doing the wiring it goes
behind the dash it’s focusing on that
kind of domino effect of jobs and
working out which ones need to be done
first to make sure they open up a lot of
other jobs
I haven’t sort of looked at the exact
hours that are in it and broken that
down into how many hours per week but we
must be in the ballpark of having a
person working on it
continuously for that entire year I
would say and that will carry on till
the end so that kind of illustrates
pretty well the number of hours that are
involved you know people will sometimes
say the progress should be faster but I
know myself that if I was building this
myself at home and I had these workshop
facilities I would have to not have a
job and be working on this guy non-stop
for like a year to 18 months or whatever
it’s going to take to achieve this kind
of progress because we have been working
on it continuously it’s not like we’ve
done a bit on it then just put it to one
side and sat down for a bit so really
that kind of really does a list rate the
amount of work that goes into it
sometimes it’s hard to resist the urge
to just put a few bits on like the
bumpers really even though you don’t
really have to do it just because it
seems to transform it so much and there
are biggie which we’ve not got to yet
it’s always the glass it’s kind of hard
to define or explain how much of a
transformation that seems to make from
going from having no dice to having
glass always seems to make the car
change it from being a shelter Bay a car
and particularly is it neat ins up the
when you used to seeing the kind of a
metal flanges where the windows are and
they’re obviously a little bit rough and
ready where the spot Wells and things
are and they’re suddenly you’ve got a
black seal around there which just
really defines that the line in the
window is much more cleanly which yeah
big big transformation but yeah I guess
the the first massive transformation is
getting it to the stage you see it now
where it’s actually on its wheels with
its mechanicals in and then yeah I think
I think the next sort of two
transformations are for me that the big
cosmetic ones are getting the glass in
so then all of a sudden the outside of
the car looks complete and then getting
interior in so all of a sudden the
inside of the car looks completely and
the final kind of reveal at that point
is when we’re used to seeing it sort of
dusty and working all the time and we
get the Detailers in to do the final
buffing ceramic coating and detailing of
everything inside and out and you go and
see it cleaned up to that level and you
suddenly like wow yeah that looks
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