Messages

Rob
   My typing and editing are horrible.  Correction: I can not really describe the color.
   
   Peter

Rob,
   I can really describe the color, but have pictures of the engine out of the car.  It's the original color.  I can e-mail them to you with an address.
   
   Peter

Lew
   Do know if you have taken it apart yet and may have already found this.
   
   The spring has a locating pin in the center.  This pin engages in a hole in the top of the differential to center it.  The spring is held in place with a clamp and four studs with nuts.
   
   The original clamp was less than rigid.  When the nuts were tightened, the clamp would just bend at the corners. It didn't hold the spring very well.  Could the center locating pin have become disengaged from the hole allowing the spring to slide off center?  The clamps are usually modified by welding ribs across to stiffen them up.
   
   Another place to look is the lower control arm mounts at the chassis.  I found cracks in the welds of the rear inner mount on my Ace.  If a rear inner mount come loose, you will get more negative camber, more toe in and maybe some knocking noise.
   
   Yes, Aces are not perfectly accurate but things have to be out over 3/8" to the camber you measured.  Something is wrong.
   
   Are you measuring the camber yourself or having a shop do it?  I made a camber gauge with a digital level.  The digital level must be "zeroed" because the shop floor is not level.  I zero it at each wheel.
   
   Peter

Keith
   Thank you very much for the help.
   
   Peter

I checked out the Parts Bin boping to get a good deal on one for the Tiger, but unfortunately it's the wrong unit.  They show a footbox mounted unit with four studs and a push rod from the pedal.  The Lockheed remote unit has sort of a pilot cylinder instead of the push rod and it also has a bracket mounting arrangement.  It runs about $360 US.
   
   Peter

Peter,
   The Sunbeam Tiger also had a remote unit and maybe the Sunbeam Alpine had it also.  Probably the same Girling used in the Lotus, AH, etc.  Girling supplied 5" and 7" sizes depending on the assistance required.
   
   The original Girling units are no longer made, but used ones maybe found at a swap meet or junk yard.  Rebuild kits are available, but are incomplete.  They do not include the bits for the vacuum piston.  The unit gets a bit iffy when the vacuum piston is unreliable.  Sometimes they work like unassisted and sometimes like power brakes.  Life has its moments when stepping on the brakes can produce radically different results.  Try to get one with a good vacuum section.
   
   Lockheed makes a replacement unit.  Not exactly the same dimensions but same concept.  It is expensive.
   
   Robin's suggestion makes a lot of sense.  There is plenty of room else where in the engine compartment and you could go for a split braking system at the same time.
   
   You are probably very lucky in to the cattle lorry versus Ace incident.
   Peter

Jerry,
   A little off thread, but I believe the roll bar is not SCCA legal because it doesn't have a brace going forward or rear.  Mounting and construction were also specified.
   Peter

I have two sets.  One is slate grey color and seems very original.
   
   The second set is bare aluminum and is for racing.  It's been modified to run without filters, just screens.  It also has turning vanes to reduce restriction and direct the flow into the carbs.
   
   Seems several colors were used.  I can send a picture if you give an email.
   Peter BEX375

I asked my mother about the bronze Ace as she was always at the races with my father.  She remembers a redish, goldish, bronzish Ace owned by corner worker in SCCA New England Region.  This would be in the early 60's.  Unfortunately she can remember the owners name or chassis number.  Doesn't help much.
   Peter S

Lew,
   I can't really compare. It's had the Isky since 1962 and I never drove with the stock cam.  It idles OK at 850rpm, pulls smooth to 3500 then it really wakes up.  I would say the power band is a bit towards the top end but still useable for the road.
   
   Wish I was back in the sunny RSA.  I worked at ESKOM Kendal Plant near Whitbank.  We had 1.4 meters of snow so far and I had to shovel off the roof of the garage for concern of collapse.
   Peter

Lew,
   A correction to my post: "I believe one tooth on the flywheel is 1.5 degrees".
   
   I like your explaination of why the Bristols run so much advance. The 30-35 BTDC for more modern engines with little or no dome and 50-55 on the high domed Bristol correlates with your experience.  By the way, I am running 9.5:1 CR and an Isky cam with a little more lift and duration.
   
   You may be able to get the Mallory advance curve by calling them with the distributor number.  I've found companies like Isky, Crane, Malloy support their products.  Maybe they are tired of small block Chevys and just want something different.  I'm in the USA if you need some help with it.
   
   Peter

Lew,
   Good to hear the Aceca is moving.  I did some work on ignition advance sometime back.
   
   Background: I was taught by racing engine builders to set timing at the MAX advance.  Setting at idle is not accurate.  With radial cams and cam timing, the idle is too lumpy to get an accurate reading.  Most engines like 30-35 BTDC at full centrifugal advance.  Usually all the centrifugal advance is in by 3000 rpm.
   
   On to the Bristol 100D2:  I set it at 35 BTDC at full advance and the engine ran terrible.  No power, ran hot.  I advanced it further and found 50-55 was good.  It seems way too much and I thought something was mismarked.  In 2007, I rebuilt the engine, used a degree wheel that confirmed the timing marks.  I also extended the scale on the flywheel.  I believe every tooth on the file is 1.5 degrees.  I can double check if you want.
   
   By the way, how did a Mallory twin point get installed?  Did the whole distributor get changed or did the fit the point plate inside the Lucas distributor?
   
   Peter

John
   
   My car was raced in CP also so it does seem they raced together.  My car had the results:
   
   Lime Rock July 1 1961 Race 4 6th overall and 6th in CP
   
   Thompson Sept 4 1961 Race 4 20th overall and 4th in CP
   
   While I was still very young when my father raced at Thompson, I have memories of a narrow track that had few spectator views, just one set of wood bleachers on the front straight.  I believe Jim Hayes designed and built it.  It seemed he took a bulldozer through the woods and had a paver follow it.
   
   The original Thompson track closed somewhere about maybe 1966.  Another Thompson sports car track was built using part of a nearby stock car oval.  This sports car track also closed.  Only the stock car oval is still operating.
   
   I was out there about 10 years ago and parts of the old tracks can still be found.  Brings back memories....
   Peter

John,
   Thanks for the links.  My car is listed in the results for 1961 Thompson and Limerock races.
   Peter

I haven't had much problem with the Solex's.  I think they are the same as the Porsche 356.  Maybe some one can confirm.
   
   I found this expert http://www.356carburetorrescue.com  Don't know how good they are, but it maybe an alternative
   Peter S