Lower Control Arms -2 Hours

Three boxes of back ordered parts arrived today, one of which contained the lower control arms (LCA). In an earlier blog (November 25th, 2009) I discussed purchasing the Breeze LCA bushings and the perceived benefits, I say perceived benefits because when replacing the FFR stock bushings I find the outside diameter of the Breeze units to be 0.005” larger than those supplied with the kit.

Breeze state that their bushings have a smaller diameter to ease grease flow and provide less bind on rotation, in addition the shorter bushing is actually a little smaller than those supplied.

Plus point are the serrated ends definitely bind into the mounting wings and the OD surface is significantly smoother than the cut pipe supplied in the kit which should extend the life of the polyurethane bushings.

I did check that each polyurethane bushing was grooved to promote the flow of grease, and once installed checked that the poly bushing rotates around the steel bushing. Each of the four bolts was tightened to 110 ft/lb’s and both the bushing grease nipples and ball joints were filled with Super Lube Synthetic Grease (recommended for polyurethane bushings). Like others have recently found the rear bolt does not now have to be shortened as per the manual and Mk3Build suggest.

In summary, would I by the Breeze bushings again? Probably not, I would use the stock bushings first to see how they performed. I will keep a careful eye on the bushings and make sure they keep rotating correctly following the extensive discussions on the FF forum which discusses binding and even failure.

Fitting cockpit panels – 3 Hours

Back to fitting panels, decided to start on the passenger side cockpit, after identifying all the panels concerned, it took some time to determine the best orientation. Photographs in the manual, on the Mk3Build web site and those taken at build school were all conflicting.

Have decided to install the large rear vertical cockpit wall first, using this as the datum reference for all the other panels. First indications would indicate many of the smaller panels will require the bend angles to be changed as well as some fitting around the frame rails.

Back ordered parts start to arrive – 3 Hours

Yesterday the first of 5 boxes of back ordered parts started to arrive which meant a weekend off from drilling and fitting panels.

Was able to fully assemble front shocks and complete the upper control arm. The forum had many threads discussing problems associated with the ball joint threading into the UCA and it was with some trepidation that I screwed in the first by hand to be pleasantly surprised to find they seated all the way with only hand pressure.

The dust cover was a different matter, eventually I found the easiest way to install was to smear a bead of silicone grease around the inner edge of the dust cover, seat by hand about half of the cover and then tap the flange with a plastic dead blow hammer, popped into place without a problem.

Green wicking threadlocker was used once the ball joint torque was set at 90 ft/lb’s. With grease nipple fitted the UCA were bolted to the frame (torque 100 ft/lb’s), and the shock was also mounted (torque 70 ft/lb’s). All bolts were marked with torque lock.

Drivers Side Foot Box – 8 Hours

Good progress this weekend completed the driver’s side foot box. No real issues although the top inner panel was bent shorter than the distance between the front foot box plate (part of the chassis) and the firewall (attached to the chassis). As the chassis is fixed the only alternative was to stretch the panel by opening up the overlap wing bends at either end of the panel.

Note: both the inner vertical wall and inner top panel connect to the firewall.

Still need to fabricate an access cover for the inner top panel to gain access to the pedal box and brake bias bar once the foot box is finally assembled.

I found the best assembly sequence to be; drop floor, inner and outer top panels, inner vertical wall, front panel and finally outer vertical wall.

After speaking with the guys at Factory Five on Friday, hopefully many of the back ordered items will ship this week.

Passenger Foot Box Completed – 3 Hours

A combination of the cold weather, work commitments and a significant number of back ordered parts from Factory Five has meant that progress has been slower than expected during the last couple of weeks.

That said, the drilling and fitting of the passenger foot box is now completed. Having installed and removed the panels a number of times during fitting the best assembly order is: floor, top, front vertical wall, inner vertical wall, and finally the outer vertical wall.

Mark Twice, Cut Once – 3 Hours

Frustrating day which others may learn from, decided to fit and drill the passenger foot box panels, after re-assembling, checking how the panels overlap, I decided to start with the floor.

With the other panels removed it looked like the floor could be riveted to the 1 ½” round chassis tube so I went ahead and drilled 6 holes in the floor in an area previously marked only to find when re-assembling all the panels that there is a gap of approximate ¼” between the frame and the floor (this area of the floor is supported by the outer vertical wall).

Choices were to make another panel, or just rivet the holes; decided on the later, after all the foot box will first be covered in an acoustic and heat radiant barrier before carpeting and so the rivets which can be seen in the photograph will be hidden.

Guess there is a silver lining to today’s mistake; at least there are now additional drain holes on the passenger foot box!

Also fitted and drilled passenger side outer vertical wall and passenger side firewall extension.