QuadraRushABS (2)

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 a second cut 2 inches back from the front suspension outlets gave a removable engine side panel section. It goes without saying how much easier things like oil filter changing are

 self tappers were used for the lateral positioning of the side panels

 a 61 inch length is shaped to fit scuttle

 winged piping was curved around and fixed with a c'sunk self tapping screw

 after tapping the lower chassis rail a 6mm bolt, washer and 2 nuts gave the ability to position the base of the side panel

 self tappers used to attach lower edge of side panel to infill panels with fuel hose used a spacer tube

 self tappers and through bolts used to attach nose cone

 lower corners of nose cone attached to chassis with M6 bolts tapped directly into chassis

 just one self tapper used on LHS of nose cone

 component parts of air intake assembly

 air filter casing attached to an RS500 cone filter

 the rear gearbox cradle and mounting bolts were ground down to give a clearance to the chassis rail

 air intake assembly. Cross sectional area maintained is greater than the 3 inch diameter connecting pipes

 two 6mm holes at the back of the air intake for water drainage

 air intake assembly in LHS front of chassis

 air casing has a 10mm clearance to the water pump pulley

 cropped 90° and 45° 3 inch elbows connect air casing to compressor

 the lower ball joint was cut down flush with the special nut

 assembled front hub with ABS sensor

 front upper wishbone was assembled with the ball joint sloping down towards the car

 front struts 287mm between centres sets the correct ride height before 4 wheel alignment

 rear struts were 320mm between centres

 2.5mm ground off one side of wheel box spacer tube allowed its correct alignment

 the windscreen pillar was fitted with its lower edge parallel to the base of the scuttle

 2 holes were enlarged to 12mm diameter for the captive bolts which were then riveted in position. The plate was glued down mostly with HV350 with Wurth acting as a gap filler

 6mm was removed from the demisting duct at its rear edge to give clearance to the wheel boxes

 assembled wiper motor and heater unit

 escutcheon plates are more easily fitted before the de-mister duct

 the cycle wing bracket ends were rough ground and bent to a different shape to give a better fit and adhesion to the front mudguards 

 a reel of insulation tape was just right to keep the mudguard equi-spaced around the tyre

 two 5 inch square fibreglass patches gave a mechanical lock for the mudguards

 only 2 of the 7 rear mudguard bolts screwed directly into the chassis

 the winged piping was feathered to allow it to curve around the rear mudguards

 65 and 55mm holes were needed for grommets carrying the engine and ABS looms. The 'H' configuration heater valve from Dax allows flow to the heater to be turned on or off without preventing flow to the oil modine.

 shot inside the scuttle showing the rear pedal box shields. With up to 3000psi brake fluid pressure, you dont really need any direct leak paths to the cockpit!

 the end of the engine loom was also re-wrapped to give the throttle position sensor connection

 Escort Cosworth swirl pot mounted behind intercooler minimises air in the cooling system

 a low water pressure sensor (0 to 7psi - set just above 0psi) was tapped into the upper steel pipe

 the fuel filter was mounted in last available space!

 the aperture in the top of the bonnet was made by chain drilling with a 1mm drill and cutting with a hacksaw blade 

 the winged piping was glued on the inside of the bonnet and boot using HV350 and held in position with clamps and duct tape

 the bonnet rails were reduced in width by 9mm and held in place with 8mm hex headed self drilling self tappers from Screw-fix

 two halves of ABS high pressure pump filter housing plastic welded together with a soldering iron to pass a pressure test of 5psi (only sees pressure due to head in reservoir)

 on the Dax loom there are 3 connectors to the front harness and 1 to the rear

 the twin lead brown earth from the ABS loom was extended to reach the ABS valve block unit

 Dax adaptor for the line off to the hydraulic oil pressure gauge

 the rubber mounted ignition coil support was made from a Lancia petrol filter holder

 the seat belt lower anchorages were accessed using a 27mm box drill and sealed off with HV350

 the master cylinder front bayonet was originally 2 bayonets cut from the Sierra reservoir and plastic welded together. This was later replaced with 2 bayonets bolted together with an HV350 covered gasket due to the extra bending moments applied by the coaxial tubes attached. HV350 was also applied to all fittings and allowed to cure to act as a soft seal before clamping on the Teflon hose

 the rear light cluster plates had strip edging glued using HV350 on one side only

 8mm headed self tappers fixed rear light units

 a dental probe used to fit lenses and bezels

 the Dax front harness came down the RHS of the car with dual connectors either side for different engine ancillaries

 the RHS of a Dax dash was modified to allow a higher steering column for more leg room

 the passenger side was reduced by 25mm to allow room for the Engine and ABS ECU's (may as well have made the Dash!)

 assembled dash with all but the low water pressure blue warning light

 2nd oversize Mahle piston

 cause of initial low engine oil pressure! 6mm bolt, a thin plate and araldite?!! What the engine builder should not have done when using a block modified for EEC IV oil jets but using the 2wd piston spray bar. Block now contains capped off EEC IV oil jets giving a proper seal and achieving a 75psi max oil pressure

 damage after only 400 miles in the donor vehicle arising by the incredible use of the original (and just cant imagine!) uncleaned oil pump!!! Engine now has new big end and main shells and a new high pressure oil pump less.....

 this unfrazed and left attached waiting to fall off in the oil pump body by Ford! arghhhhhh!!!!

 heater control knob modified to allow it to pass through the dash

 Stoneguard was spayed on the inside of the 4 mudguards to minimise cracks and dents due to flying stone - all credit to dax@se7ens list!!

 the Dax hood studs determined the position of the studs on the rear tub for the rear tonneau

 everything taped into position to determined best place for doors

 studs fitted just below line of curve on rear tub allowed standard rear tonneau to fit over the hood

 the top of upper door hinge was removed to allow better locking action of the hood over centre clip

 with the best position achieved a chalk line was used to reposition with impact adhesive

 plastic inserts used to locate Sierra head restraints were easily removed from Sierra seats by twisting 90° and were bonded into holes in the Rush cross member made with a 16mm box drill

new vinyl head rest covers produced from pattern made from unstitched old covers

 finished head restraints

 brass door hinges have a tendency to snap off (dont they John!) Before I learned that Dax will replace them with stainless one I made these using the redundant standard stainless brake reservoir bracket

 4mm polycarbonate was used to make less claustrophobic transparent windows

 a bonnet duct was cut in to allow air to pass out of the bonnet from the intercooler

 with the XR4x4 donor vehicle discs, off the shelf pads and 280 road tyres the ABS pulled over a 'g' under braking. This was about double what the car achieve with the ABS turned off

 Haven't yet had it on a rolling road with full boost, but a Dyno Plus Road accelerometer with 920kg all up weight gave 292bhp. So allowing for wind resistance and 27% transmission losses the engine gross power cannot be far off 400bhp at 25psi boost. Even with the 280 Continentals the car was pulling over a 'g' in any direction. 

 to hit 25psi boost the actuator needed strapping to the compressor which feeds the actuator directly

 First 11 laps of the track had the 280 UTQG road tyres struggling for grip, boost cutting the spark at 26psi and a blown off intercooler hose due to an insufficient lip on the intercooler to throttle connecting pipe, oh and the brakes got fried by the ABS! (thanks again for the pic Mike!)

 a 'Y' piece with coaxial pipe (attaching to coaxial copper pipe inside the Teflon pipe) now feeds a 4th line returning boiling brake fluid back to the auxiliary brake reservoir

 the rear brake reservoir has now been capped of using HV350 to prevent fluid surge under heavy braking

 the rear ABS sensors were originally set up with 0.5mm hub clearance, but the ABS would cut out at low speeds with the warning light coming on. The gap has been reduced by removing a 0.3mm shim from both sides. G-Tec Pro meter is just for extra passenger entertainment!

 EBC cast iron discs worked well on the bikes and albeit a LHS disc, this is an EBC 'Trackday' item running with DS2000 Ferodo pads

 the front mudguards have now been refitted to house the 225/45x17 A048 tyres

 these Momo 'Racer' wheels and Yokohama tyres now fill the 'narrow' Dax wheel arches (about 1mm clearance with the shock removed and the wheel pushed right up in the arch). The front edge of the rear mudguards had to be moved forward to achieve this

 ready and waiting for some dry hot track!

 hmmmmm...! You'll have to watch Comic Strip's 'The Yob' to get the other meaning to this!!

camera attached to side of roll bar looking over rear arch, Jan 6th 2003, -2°C!!

the over run 'burn' can wrap itself around the rear wheel?!!!

current engine installation

lower ball joint moved back 22mm to lighten steering

draw a line straight down from bonnet 

used a spirit level to mark 6 inches in from sides

16" from corners of intercooler to intersect with 6" width.

1mm chain drill 3 slots for the hacksaw blade

24 tpi blade used to cut top and sides. Note its preferable to drill a 2mm hole at the front end of the slots to stress relieve and save cracks before bending - if only...!

with the flap wedged under the intercooler a cardboard template can be made for the sides. Lines can be drawn from the outside allowing 4mm for the thickness of the fibre-glass and 1/2 inch on the bottom for inner bonding.

side plates taped in position and made from colour matched Dax intercooler separator plate!

P40 used for speed, but would have been better left overnight with HV350 for flexibility, i.e. wouldn't have ended up with gaps at the base of the side plates! 

match paint used to finish cut edges and section of pipe insulation foam used as air deflector and gap filler

  extra air flow is worth some 10°C to 20°C reduction in water temperature at speed and 10 reduction in Air Charge Temperature under hard acceleration

engine cutting out on long or successive right handers meant flipping the tank round so that the outlet is on the LHS. A new ali tube would have probably easier but none was to hand so I cut a 5inch disc around the outlet tube and Graham's excellent TIG welding was totally leak free!

moving the vent pipe from front to rear allows the tank to fully fill with the filler cap on the RHS. With the filler pipe further from the back of the car the station pump nozzle can also be fully inserted with full fuel flow fill-ups now possible

Phenolic resin spacer between the head and inlet plenum

offset plenum requires an enlarged bulge for the TB, but the 'short fat' Sierra  2.3/2.8 (Fram PH2854) filter can be removed without disturbing the Throttle body.

  engine fully warmed up after a hard run. ACT readings (ie plenum wall) taken with the bonnet off

1 off run at PTS rolling road shoot out running with spacer

comment from tester was waste gate not opening very far! 

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