1976 Autotune Gemini - ELVA MKI replica

If the rack is central - as it is for best bump steer - and the body offset then the result is what I have, limited lock on one side - To get even lock then the difference has to be taken up in the track arms which leaves the rack bar ends offset and horrible issues with bump steer - The only way to rectify is to centre the casing by reducing the length of the N/S.

Why is the rack body offset?

I'm assuming it is to solve some engine bay clearance issues?

I have never been much of a kit car guy. Not because I think they are daft or anything I don't really know why but they just never grabbed me. These two things however I find are properly cool and I have been very much enjoying following this thread. I am looking forward to hearing how it develops.

It's not just you Darkspeed

This was the state of the hub nut I removed from the O/S front on the Midas when I was stripping it.



If you thought that was bad, take a look at the face of the hub that it was attached to (it's the one on the left of the picture).



The mind boggles. I can't begin to even imagine what went through their mind to think "That's ok" 

I think the nut "remover" from the photo above should have his angle grinder rammed somewhere painful if he ever attempts to service a car again!!
Jesus wept!!!
Enjoying the progress reports Darkspeed, thanks.

At first glance I thought the bearing race in the left hub was half way removed, then I did a double take. Have they cut the hub down? Where does the outer bearing seal sit?


I spend most of my time working on the Mini worrying that what I've done isn't good enough. I'm a developer and I have absolutely no mechanical engineering background other than what I learn myself so I'm always questioning myself and seeking advice when it comes to safety critical items. Seeing stuff like that blows my mind.

Saying that, I have been to at least one professional garage that didn't bother to knock over the locking collar on the rear hub nut of my 106 a few years back.

"Packing shield" - I knew there would be a correct name for it - If the other issues where not enough that one certainly turns the dial up to max on the check everything meter.

As it was a fine evening, with the added confidence of knowing nothing was likely to be falling off of the important turning and stopping equipment, I took a spirited drive out to drop in on a mate that lives locally who I had not been to see for bit. About 15 mile round trip and a decent enough variety of roads and surfaces to check the car out. I was grinning all the way there and all the way back with the Tach spending most of its time whipping about between 3500 and the bit where they run out and it just keeps delivering power all the way.

Weight at SVA for this car was 642KG with a near 50/50 distribution - I think I have probably removed 10-15kg from that in timber and tin thus far so lets make it a round 630KG at the moment. The dyno sheet gives 102 BHP and interestingly for the 3500 to 7000 I found fun the max torque is at 3500 and power was still climbing when they stopped at 6000 for 102 so I suspect there may have been more come. I should say it's at least 160BHP/ton (about the same as an 1 Elise) and the nice thing is that you can use absolutely all of it.

What a thing this is becoming. Now that we have effective damping and wheels held fast and pointing where they should it's such so easy to drive very quickly - I would now say that it's on par with my old Westy as far as handling goes and I will need to get some harnesses sorted as the cornering G is getting to the point where my core strength is not quite up to it.

The gearing means that's it's no cruiser so you just find yourself using the revs, and with the Kent 234 cam it does rev quite eagerly. On uneven quite bumpy surfaces the ride may be bone shaking but there is no loss of composure from the car and it gives confidence by not deviating the slightest from the direction you have set. Pressing on through curves on smooth tarmac it just grips - Temperatures were low but those skinny 165's were not giving up anything.

I have wanted one for some time and this one has really not disappointed at all. Plenty of bits I would change to improve things but as it stands it's really rather good, what!

Nothing quite sounds like a Crossflow on 40's and as there is a pair in the shed it would be rude not to look out for a suitable manifold to put them onto and do just that at some stage. For now though, the odd blast on a sunny day as it is will do and a little fettle on this at that to improve it as time allows.

Got back home grinning my face off.

Was this a 'barn find' Darkspeed or did you pick it up on carandclassic or something? Forgive me; can't face reading the entire 6 pages again! Really enjoyed this - v worrying, some of the 'workmanship' you've uncovered but really enjoying seeing it transform from a not-very-safe-ugly duckling into quite-the-weapon swan as it were.

The Wednesday Pizza meet only had two attendees this week - the usual talking rubbish eating Pizza and watching Roadkill + we watched a couple of the BP vids above.

As the roads were dry and the evening fair the Gemini was the choice of transportation to continue the shake down testing. Half the route to the Cheshire location is up some nice twisty roads but they are not the smoothest and that loud exhaust was definitely getting much louder - that should be DEAFinitely...

On checking on the security of the tailpipe - the exhaust is hidden in the side sill and just the exit is visible - it was apparent that the system was not as secure as it should be so the work before food was to have a peek at what was going on, so it was off with the cover just inside the passenger door to have a look see.

I will include a picture when I get the chance but I was surprised to find that apparently Carling make manifold to silencer repair sections, and that the second silencer mounting must have objected to the heat and noise in the sill and had unbolted itself and gone for a walk.

Having been pushed and prodded during the investigation as to why the noise level was getting to be a little above what would be considered tolerable, the exhaust noise level on the way home decided it would to be utterly antisocial.

Being pitch black as it was getting on for very dark o'clock on the way home, another issue was brought to my attention that will require attention, that of the complete lack of any dash illumination and the fact that the transition from dip to main just resulted in the amber coloured light that could be seen on the road, when raised to illuminate the way ahead just dispersed into the surroundings and left me switching between the two wondering which was more effective.