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Austin Woodworm
Moderators: KeithZ1R, chrisu, paul doran, Taffus
Thank you gents i have passed on youre comments to 'The Wood Butcher' (Peter) who was shocked since this is a bike site.
Decided to stop the rot and get the panels 'treated' so sent them for shot blasting.
£400 later i picked them up and took them to a mate in Aldershot who has a paint shop.
He did a great job and four litres of acid etch later i took them home.
Some bits from shot blasting and some small other parts i got powder coated.
Its the third lot i think and maybe a strannge choice but; the finish is uniform between visits, they are set up for batch work, its probably more durable than paint for some parts not subject to direct wear, they wrap everything and give it straight back, there are no dramas' with missing stuff and cost wise it works out pretty reasonable when you consider the materials involved and the price of labour.
This pile was £160 and turned round in a few days. About 20 plus bits in all.
The back seat arrangement is under way. These will be removeable storage boxes with hinged lids. There will be full length cushions and back rests also. Originally they would have held the guns etc etc.
Peter needs to make up the running boards so i mounted the four corners on to give the dimensions between, for him to work to.
The front seat bases have been made as well and showed up during the week. Not too bad i thought for about £120 odd quid, i think he said.
Had a little time yesterday to fit the powder coated roof rack.
There will be wooden slats (runners) on the roof fabric as per original which would have stopped the luggage digging in to the canvass covering.
I mentioned previously that i had had to re-make one half of the bonnet top sections. The old one pictured in the middle has rotted beyond repair.
The side panels hang down from the top sections with a standardish piano type hinge arrangement.
Unfortunately the the two top parts are held together by a 'built up' hinge arrangement made up of many small stainless steel segments and a central brass rod.
Someone had mauled some of the original segments and i have had to make several new ones (6) and a few spares.
It took about ten attempts to mimic the original process but we got there in the end. Stainless is bloody hard to manipulate on small items like this and witout the original tooling you have to be a bit unconventional.
Spot the imposter.
Its the one at the top marked Repro!
This catalogue turned up in the week too. Peter bought it from a car boot for £1.
Just for you Rich.
Also got sight of the continuation log book too this week.
It raised a few questions so i did some digging.
Its got it down as 23.5 HP. Fairly sure this is not the modern measure or someone's going to have to put their feet through the floor and paddle like the Flintstones.
That made me do a vehicle enquiry on the DVLA website and its' down as 1600 cc
The capacity on the log book is written as 6 X 79.5 which must be the stroke but until i can have a look at the engine i dont know what the bore would be.
The reason this is bothering me is because it is registered as having an unladen weight of 1 ton 19 cwt and 105 lbs which i think is 2 tons bar the shouting.
Bet its got an inch SU carb too and a 3/4 inch exhaust as well.
It has rod brakes all round that are linked to the handbrake and a servo too. Should stop on a sixpence then particularly if it only does about 25 MPH
AL
Decided to stop the rot and get the panels 'treated' so sent them for shot blasting.
£400 later i picked them up and took them to a mate in Aldershot who has a paint shop.
He did a great job and four litres of acid etch later i took them home.
Some bits from shot blasting and some small other parts i got powder coated.
Its the third lot i think and maybe a strannge choice but; the finish is uniform between visits, they are set up for batch work, its probably more durable than paint for some parts not subject to direct wear, they wrap everything and give it straight back, there are no dramas' with missing stuff and cost wise it works out pretty reasonable when you consider the materials involved and the price of labour.
This pile was £160 and turned round in a few days. About 20 plus bits in all.
The back seat arrangement is under way. These will be removeable storage boxes with hinged lids. There will be full length cushions and back rests also. Originally they would have held the guns etc etc.
Peter needs to make up the running boards so i mounted the four corners on to give the dimensions between, for him to work to.
The front seat bases have been made as well and showed up during the week. Not too bad i thought for about £120 odd quid, i think he said.
Had a little time yesterday to fit the powder coated roof rack.
There will be wooden slats (runners) on the roof fabric as per original which would have stopped the luggage digging in to the canvass covering.
I mentioned previously that i had had to re-make one half of the bonnet top sections. The old one pictured in the middle has rotted beyond repair.
The side panels hang down from the top sections with a standardish piano type hinge arrangement.
Unfortunately the the two top parts are held together by a 'built up' hinge arrangement made up of many small stainless steel segments and a central brass rod.
Someone had mauled some of the original segments and i have had to make several new ones (6) and a few spares.
It took about ten attempts to mimic the original process but we got there in the end. Stainless is bloody hard to manipulate on small items like this and witout the original tooling you have to be a bit unconventional.
Spot the imposter.
Its the one at the top marked Repro!
This catalogue turned up in the week too. Peter bought it from a car boot for £1.
Just for you Rich.
Also got sight of the continuation log book too this week.
It raised a few questions so i did some digging.
Its got it down as 23.5 HP. Fairly sure this is not the modern measure or someone's going to have to put their feet through the floor and paddle like the Flintstones.
That made me do a vehicle enquiry on the DVLA website and its' down as 1600 cc
The capacity on the log book is written as 6 X 79.5 which must be the stroke but until i can have a look at the engine i dont know what the bore would be.
The reason this is bothering me is because it is registered as having an unladen weight of 1 ton 19 cwt and 105 lbs which i think is 2 tons bar the shouting.
Bet its got an inch SU carb too and a 3/4 inch exhaust as well.
It has rod brakes all round that are linked to the handbrake and a servo too. Should stop on a sixpence then particularly if it only does about 25 MPH
AL
1981 J1
Nail on the head Greg and i've made a blunder.
Its the bore times the number of cylinders to calculate RAC Horsepower not the stroke as i said above.
I think that part of the deception to warrant a 'goods vehicle' classification was a theoretical restriction to 30 MPH too. Might see what i can do about that!!
----------------------------------------------------------------------
http://en.wikipedia.org/wiki/RAC_horsep ... sepower.29
RAC horsepower (taxable horsepower)
See also: Tax horsepower
This measure was instituted by the Royal Automobile Club in Britain and was used to denote the power of early 20th century British cars. Many cars took their names from this figure (hence the Austin Seven and Riley Nine), while others had names such as "40/50 hp", which indicated the RAC figure followed by the true measured power.
Taxable horsepower does not reflect developed horsepower; rather, it is a calculated figure based on the engine's bore size, number of cylinders, and a (now archaic) presumption of engine efficiency. As new engines were designed with ever-increasing efficiency, it was no longer a useful measure, but was kept in use by UK regulations which used the rating for tax purposes.
RAC h.p. = (D^2 * n)/2.5 \,
where
D is the diameter (or bore) of the cylinder in inches
n is the number of cylinders [12]
This is equal to the displacement in cubic inches divided by 10π then divided again by the stroke in inches.
Since taxable horsepower was computed based on bore and number of cylinders, not based on actual displacement, it gave rise to engines with 'undersquare' dimensions (i.e., relatively small bore), but long stroke; this tended to impose an artificially low limit on rotational speed (rpm), hampering the potential power output and efficiency of the engine.
The situation persisted for several generations of four- and six-cylinder British engines: for example, Jaguar's 3.4-litre XK engine of the 1950s had six cylinders with a bore of 83 mm (3.27 in) and a stroke of 106 mm (4.17 in),[13] where most American automakers had long since moved to oversquare (large bore, short stroke) V-8s (see, for example, the early Chrysler Hemi).
-----------------------------------------------------------------------
My best estimate; allowing a stroke of four and a half inches is around 31/4 to 31/2 litres so we should be OK for stomp.
Someone sent me some pictures via the club. They were from an article about Austin Ambulances so a little polarised but this car was built on the 'ambulance chassis' so still relevant i think.
This gives a good indication of how they suffered.
This the fate of a survivor??
These two pictures are from Austins' ambulance catalogue
I'm a bit curious about the way they have drawn the rear leaf springs here. The justification for the off-set diff is supposed to be a flatter floor but as you can see the floor cant be flat and on this car the top of the chassis loops, over the rear axle, protrude through the floor and are covered with curved steel plates.
AL
Its the bore times the number of cylinders to calculate RAC Horsepower not the stroke as i said above.
I think that part of the deception to warrant a 'goods vehicle' classification was a theoretical restriction to 30 MPH too. Might see what i can do about that!!
----------------------------------------------------------------------
http://en.wikipedia.org/wiki/RAC_horsep ... sepower.29
RAC horsepower (taxable horsepower)
See also: Tax horsepower
This measure was instituted by the Royal Automobile Club in Britain and was used to denote the power of early 20th century British cars. Many cars took their names from this figure (hence the Austin Seven and Riley Nine), while others had names such as "40/50 hp", which indicated the RAC figure followed by the true measured power.
Taxable horsepower does not reflect developed horsepower; rather, it is a calculated figure based on the engine's bore size, number of cylinders, and a (now archaic) presumption of engine efficiency. As new engines were designed with ever-increasing efficiency, it was no longer a useful measure, but was kept in use by UK regulations which used the rating for tax purposes.
RAC h.p. = (D^2 * n)/2.5 \,
where
D is the diameter (or bore) of the cylinder in inches
n is the number of cylinders [12]
This is equal to the displacement in cubic inches divided by 10π then divided again by the stroke in inches.
Since taxable horsepower was computed based on bore and number of cylinders, not based on actual displacement, it gave rise to engines with 'undersquare' dimensions (i.e., relatively small bore), but long stroke; this tended to impose an artificially low limit on rotational speed (rpm), hampering the potential power output and efficiency of the engine.
The situation persisted for several generations of four- and six-cylinder British engines: for example, Jaguar's 3.4-litre XK engine of the 1950s had six cylinders with a bore of 83 mm (3.27 in) and a stroke of 106 mm (4.17 in),[13] where most American automakers had long since moved to oversquare (large bore, short stroke) V-8s (see, for example, the early Chrysler Hemi).
-----------------------------------------------------------------------
My best estimate; allowing a stroke of four and a half inches is around 31/4 to 31/2 litres so we should be OK for stomp.
Someone sent me some pictures via the club. They were from an article about Austin Ambulances so a little polarised but this car was built on the 'ambulance chassis' so still relevant i think.
This gives a good indication of how they suffered.
This the fate of a survivor??
These two pictures are from Austins' ambulance catalogue
I'm a bit curious about the way they have drawn the rear leaf springs here. The justification for the off-set diff is supposed to be a flatter floor but as you can see the floor cant be flat and on this car the top of the chassis loops, over the rear axle, protrude through the floor and are covered with curved steel plates.
AL
1981 J1
Thanks Al, very interesting design. Especially the part on the top roller also being able to be manipulated by a handle instead of moving the metal. I suppose this is for those bits that need a little more leverage and control. Not something you see on more modern wheels.
Rich
diplomacy is a form of art - I was never any good at art
diplomacy is a form of art - I was never any good at art
-
paul doran
- Area Rep.
- Posts: 15910
- Joined: 24th Sep 2004
- Location: near Dublin Ireland
Once again folks thanks for the comments they have been passed on to mr splinters too.
Progress stopped for the last couple of months. A combination of sub zero temperatures and 24 hour a day rain in the tent made life impossible. I have another distraction now as well, but my bit is mostly done anyway.
Spot the difference:
The bar which emerges from the running board carries a clamp for the spare wheel. the bar had rotted away near its base so i made him a new one.
Pierrre has finished the seat boxes and i have been able to fit the window bars now as he has also fitted the window catches
The running boards are finished too.
Covered in rubber and have the tread strips fitted to them as well.
The orange painted oval thing here is a saddle for the spare wheel to sit on.
It is bolted through the outrigger but like most it has rotted beyond repair.
Now that i am surrounded by english wheels ( 3 or 4 at work) i took the opportunity to form up a new one with a slight mod. It now has a 3/4 inch drain tube welded to it to carry the water out of the underside of the running board and this should stop it sitting in a puddle of its own making.
Peter's made and fitted the roof slats too. I doubt that it will ever see luggage ( reason further down) but it's authentic and should keep the canvass roof covering in place too.
I got the remainder of the wheels powder coated and they can have tyres fitted now.
7 i hear you say.
The spot the difference answer is that there were 8 wheels.
One of which had rotted round the rim.
3 wheels didnt have hub covers on them so i cut the hub out of one wheel and welded it into another leaving one scrap wheel and two without hubs.
Now the reason here is that there is a plan developing to build a trailer for the car. The two wheels with no hubs would be fitted to the trailer and the spare wheel for the car (mounted permanently on the running board ) would serve as a spare for either as they are all the same size.
Made up a couple more brake ropes. The original mild steel ones had rusted out and these are in stainless.
The whole braking system is linked through the handbrake so if a rope breaks there is not even a handbrake to slow you down.
Thats it for now.
I believe the engine work has been started and there are some horror stories there but i have no more info on this now.
AL
Progress stopped for the last couple of months. A combination of sub zero temperatures and 24 hour a day rain in the tent made life impossible. I have another distraction now as well, but my bit is mostly done anyway.
Spot the difference:
The bar which emerges from the running board carries a clamp for the spare wheel. the bar had rotted away near its base so i made him a new one.
Pierrre has finished the seat boxes and i have been able to fit the window bars now as he has also fitted the window catches
The running boards are finished too.
Covered in rubber and have the tread strips fitted to them as well.
The orange painted oval thing here is a saddle for the spare wheel to sit on.
It is bolted through the outrigger but like most it has rotted beyond repair.
Now that i am surrounded by english wheels ( 3 or 4 at work) i took the opportunity to form up a new one with a slight mod. It now has a 3/4 inch drain tube welded to it to carry the water out of the underside of the running board and this should stop it sitting in a puddle of its own making.
Peter's made and fitted the roof slats too. I doubt that it will ever see luggage ( reason further down) but it's authentic and should keep the canvass roof covering in place too.
I got the remainder of the wheels powder coated and they can have tyres fitted now.
7 i hear you say.
The spot the difference answer is that there were 8 wheels.
One of which had rotted round the rim.
3 wheels didnt have hub covers on them so i cut the hub out of one wheel and welded it into another leaving one scrap wheel and two without hubs.
Now the reason here is that there is a plan developing to build a trailer for the car. The two wheels with no hubs would be fitted to the trailer and the spare wheel for the car (mounted permanently on the running board ) would serve as a spare for either as they are all the same size.
Made up a couple more brake ropes. The original mild steel ones had rusted out and these are in stainless.
The whole braking system is linked through the handbrake so if a rope breaks there is not even a handbrake to slow you down.
Thats it for now.
I believe the engine work has been started and there are some horror stories there but i have no more info on this now.
AL
1981 J1
Thanks Al, I was wondering what had happened to it. Will the brake rods be up to it in stainless- ie stretch / tensile strength.
English wheels, I haven't got the space for a big one, but have spied a steel castor wheel at work that would make a good top wheel
Just need to finish all the other on-going projects I have and start collecting bits 
English wheels, I haven't got the space for a big one, but have spied a steel castor wheel at work that would make a good top wheel
Just need to finish all the other on-going projects I have and start collecting bits Rich
diplomacy is a form of art - I was never any good at art
diplomacy is a form of art - I was never any good at art
-
Ginger Bear
- Hardcore
- Posts: 6850
- Joined: 16th Dec 2008
- Location: In the Dark.
- Contact:
Again thanks for the comments gents it keeps me in touch with the project particularly now because it will soon be out of my hands and in the capable hands of other disciplines areas' of expertise.
Dont know Rich and i did chew my curlers over this.
I went to see the steel stockholders and talked it through with them and they sorted me out with 303S31 Austenitic free cuting stainless (ductile, tensile, non brittle, chrome surface healing, non hardening BS EN 10088 1.4305) which i took to be as good as it gets.
Different opinions would be very welcome as i am not an engineer and i know that some on the site are.
AL
Will the brake rods be up to it in stainless- ie stretch / tensile strength
Dont know Rich and i did chew my curlers over this.
I went to see the steel stockholders and talked it through with them and they sorted me out with 303S31 Austenitic free cuting stainless (ductile, tensile, non brittle, chrome surface healing, non hardening BS EN 10088 1.4305) which i took to be as good as it gets.
Different opinions would be very welcome as i am not an engineer and i know that some on the site are.
AL
1981 J1
Austin Woodworm
Have you any idea when it might make it back onto the road AL?
Maybe you could bring it to the Berkshire meet in the summer.
I have to say this is an epic job .
I am in Awe of your many talents.
Maybe you could bring it to the Berkshire meet in the summer.
I have to say this is an epic job .
I am in Awe of your many talents.
-
Baldylocks
- 100Club
- Posts: 116
- Joined: 16th Jun 2011
- Location: London ish
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