Spaghetti!

Been working on the front wiring loom - a slightly daunting task that I've been putting off and off and off. It's a messy job removing the gooey grubby loom tape cleaning as I go. And I've elected to include the additional fun of scary surgery as I cut out endless lengths of what I hope is unnecessary wiring. There are many electrical features in the MX5 that aren't present in the Westfield (such as audio system and electric windows, plus provision for front fog lights, airbags, cruise control and so forth).

Not that it is actually required or even detailed in the build manual. But it vastly simplifies and lightens the loom (I've got a box load of amputated wire now and I'm only half way through the job!). Of course, this could go horribly wrong and leave me with a non-viable electrical system, or I could even have fun with electrical fires. But I've spent a long time snogging the wiring diagrams for the MX5 (which would be easier if I could have laid hands on the UK version not the US and Canadian that does have notable differences) and testing my assumptions with the multimeter at every step. So here's to hoping!

Other than that, the ECU is bolted on ready for the wiring.

Westfield returned the re-lengthened mid-steering column and it fits perfectly.

I fashioned a boot for the column where it passes through the bulkhead. Based on a Fiat 126/500 gearstick boot coz it was cheap and had a good flange to attach it to the bulkhead with. It's not too bad - still had to have a bit of a gap in the end in order to feed the column end through, but it looks tidier than a gaping hole and will hopefully help keep any grot from the engine bay in the engine bay.

Also did a better job on the air intake - very tricky as the airbox outlet is 70mm diameter, whilst the plenum intake is 65mm deformed into an oval. Eventually overcame this by cutting off the oval end of the original rubber MX5 pipe, grinding it down a little so that it fits inside the 70mm pipe and then using bad language and silicone lubricant to persuade it to fit.

The other pipework is on, along with the exhaust manifold and a shiny cover for it.

So is the radiator, fan, and the horns - Poop poop!

All the fuel lines are in place and connected up. I've left the fuel tank unsecured for now so that when it eventually is dropped to the deck there is easier access to the rear suspension bolts for final tightening.

Oh, and I added a gearstick boot using another Fiat part. It was a tight fit to get it so that the gearstick wasn't being forced out of gear when in 5th. I'm fairly happy with it - I think.

The latest setback though was when I went to fill the brake system and bleed them. Unfortunately one of the bleed nipples will not come out - I wish I had removed them when reconditioning the brakes, but I thought that leaving them in was going to help keep the canal clean. Bah. It's soaking in WD40 at the moment, and if all else fails I'll try drilling it out before resorting to replacing the whole brake caliper.

The Engine is In!

...but not yet ready to turn over.

With a lot of help from Gavin, and from Spoddy and John (but no broomstick this time), we managed to get the engine into the car during a busy afternoon - with photographic evidence supplied by Sam. (Thank you very much everyone)

It actually went in easier than expected - certainly a lot easier than getting it out of the MX5 in the first place. It helped that the engine bay is a little more open (what with being a frame chassis) and that we rather sensibly dropped the nose of the car to help ease the transmission into the tunnel.

Unfortunately it wasn't to go in without a token fight - the support brackets didn't line up with the mounting holes pre-drilled by Westfield in the chassis, being out by around 10mm. We went over the brackets several times and were certain that everything was where it was supposed to be - so this may be down to variations in engine mounting points on the MX5, or alternatively just a bungle in the bracket design. After a bit of head scratching, I decided to slot the support bracket on the left hand side - just enough to allow the buffer to be bolted in. I reasoned that with the weight of the engine pressing down on it, the support on the other side, and the two anchor points on the transmission that this would be relatively safe to do. At least it allowed the engine to be finally secured - and what is the worse that can happen? The engine fly out I hear you cry - well, that would be something to see!

I felt that getting the engine in was a pretty big landmark point - and there certainly was some celebration afterwards.

Since then, the clutch has been connected and bled.

The propshaft has been installed.

Handbrake cables have been connected up (and secured in place with a couple of decent-sized e-clips due to me having not retained the securing clips from the MX5)

I've got the carbon cannister in position ready for plumbing in.

The fuel pump and fuel filter have been bolted to the chassis using rivnuts.

I've started to install the air intake system by bolting on the donor airbox and plenum.

And now I've come to a bit of a problem with the steering column. To install it entailed cutting a hole in the unblemished aluminium panelling - that made me wince! Unfortunately the sections turned out to be about 40mm too short.

I checked several times and I wasn't missing anything - it was just that the upper steering column that came from the MX5 had been over-shortened when I sent it to Westfield all those months ago. I've contacted them and sent it back to them for a partial un-shortening procedure, and there is certainly plenty to get on with in the meantime!