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Not in this case i´m afraid. Have not reported about that, but I joined a group of people who are trying to build a special Fulvia.

Fulvia-Projekt HPE | Wir leben Lancia

Click on the picture to see more, the crash car serves as donor.

Hubert
were you trying to find something to fill up all of your spare time??
really great project, i'll be checking on it.
 

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Discussion Starter #562 (Edited)






Used the jack to support the area where the panel had to be straightened and welded.








were you trying to find something to fill up all of your spare time??
. . .
All things come to an end, even the panel work on the Bugatti-Wagen. Fixed the right rear floor panel and cut the last corroded part out. Not too complicated to make. Some detailing is to be made on the already performed work and the subframe needs some welding as well.

If I do not decide to make a certain panel again the shell should be ready for the paintshop before New Year's Eve.

Hubert
 

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That has to be satisfying.

Now to bring you down - Rust never sleeps. :(

I am anxious to see the final body in paint. Would be awesome to post a "before and after" showing how far this has come.
 

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The Fulvia HPE project is very interesting, especially nice to have friends so "crazy", in the positive sense of the word.

On the Flaminia coupé no doubt about how wonderful it will be in the end.
I don't think any other coupe in the world has taken such care.
 

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Discussion Starter #565 (Edited)
The Fulvia HPE project is very interesting, especially nice to have friends so "crazy", in the positive sense of the word.

On the Flaminia coupé no doubt about how wonderful it will be in the end.
I don't think any other coupe in the world has taken such care.
Thanks Giovanni

That has to be satisfying.

Now to bring you down - Rust never sleeps. :(

I am anxious to see the final body in paint. Would be awesome to post a "before and after" showing how far this has come.
I will post some -before and after- but it will take some time.

Am thinking of mounting the trim, lights and bumpers before sending the shell to the paintshop. So many body parts have been touched/replaced that I do not want to wait testing if everything still fits after having the painting been done.

There is a brand new subframe on the shelf, but will try to get the original one back in shape before using the reproduction piece.
The MOG hut needs some panel work and I have promised to make a custom aluminum helmet for my best friends daughter, of age 18, (protection against alien brain control, chemtrails, HAARP and all that) but i doubt that will keep me busy for long.


But the question is will there be any Lancia related project coming?

Hubert
 

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Discussion Starter #568
That´s cool!

Hope she is not influenced to much by the brand of her first car. On the other hand, to start with a Mercedes SL as first driver, not too bad. :wink2:

Hubert
 

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Discussion Starter #570
Had a closer look at the subframe today. It was obvious that there are some areas rusted through, which originally were planned to be replaced. But the inspection showed that large parts of the remaining material had become very thin. IMO the over all structure got damaged too much. Although never afraid of a new challenge it appears to make no sense at all to spend hours and hours on this, whilst a reproduction subframe is lying on the shelf.









 

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The right decision IMO

Pete
 

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Discussion Starter #572 (Edited)
Let the children play



While in the morning some maintenance had to be done to get the MOG ready for the winter show, the afternoon was reserved for the power meter. Some time ago we discussed about a remote control for the accelerator. At that time a control unit for boats was one of the options. Never the less an analogue version was preferred. I wanted to have a construction that performs a linear movement really pushing the throttle cable back and forth and not a turn around a centre. Hence there are some mechanical parts inside the box transforming the movement of the lever into a linear one. The lever will stay in its position until drawn back by the operator.

It turned out to look like a child´s version of what Blofeld would have used to start the destruction of the World with in an early 60ies Bond movie. Well that´s the way it is, but the gas lever is very impressive and it feels like controlling thousands of horses.

The brake controls are interesting. Plus and minus ok, but you can switch from continuous operation to tipping (???). That means you can target the optimum power for the chosen revs quite exactly.

One of the fifty year old micro switches of the Schenck was damaged, but luckily I found a NOS item on Ebay, perhaps it was twenty times the price it used to be back in the day, but man it is original!!! By the time I changed the parts Carlos Santana was performing “Let the children play”. Place, time, music, me . . . harmony!

Next week The Farm will turn into the “Chamber of Horror” when Rafano, AlfaBB member, Flaminia restorer and THE specialist for Lancia keys and locking systems will fly in from Vienna and we will attempt to get a Flaminia engine and the power meter to full performance. The motto: If we blow it all up, let´s do it “in style”! (and with the camera on) The appropriate beer, “Schreckenskammer”, is already stored cold in the fridge!



Tubes to be added to lead the exhaust fumes out through the window



Exhaust hangers made from conveyor belt



Original end switch



Customized exhaust (btw, facing forward)



The Chamber of Horror





Impressions of a perfect autumn evening
 

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Discussion Starter #573

The power meter setup is complete, at least complete enough to squeeze the first life signs out of the huge gauge. We were able to reconstruct the factory power curve quite closely up to 4000 rpm. It is not a surprise that metering runs should not last too long in order to avoid overheating. How do i know? Well, the first lap ended with a geyser bursting out of the open radiator top.?
 

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Discussion Starter #575
Yes, at low revs the curve is a bit more flat, which may be caused by unexperienced operation by myself (or this particular engine is a bit weaker there?). from 3.000 onwards it is exactly on target.
 

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Can you monitor oil temp? We did some Dino runs on an Aurelia motor, and once the oil got too hot, power dropped off pretty quickly. Think that’s why they fitted an oil cooler on the Flaminia.
 

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Discussion Starter #577 (Edited)
Can you monitor oil temp? We did some Dino runs on an Aurelia motor, and once the oil got too hot, power dropped off pretty quickly. Think that’s why they fitted an oil cooler on the Flaminia.
That is a very good hint, I will keep an eye on that in the future. During the test run we monitored the oil temperature with the Bosch Motortester. It did not climb over 60°C. Spent a few hours with the power meter yesterday, there were some features I did not understand so far. The switch cabinet houses an oil pressure meter which has to be connected to the engine with a tube. This will most likely not be used. There is one temp meter going to 140°C with a pencil style feeler to measure the oil temperature (to be inserted through the dip stick tube). Two identical temp meters ranging to 120°C will be used for inlet/outlet water temperature of the engine. Need to make adopters for them. Additionally there are two temp meters ranging up to 800°C. One of them has a fat sensor like a lean cigar, obviously for exhaust gas temperature. But the second 800°C temp meter does not have that. Have been scratching my head about this, the bundle of cables virtually without function hanging loose in the cabinet and the 12 position turn switch on the front panel for quite some time.

One of my friends who had been in charge of the testing department at Goetze told me in a very convinced way that the bundle of cables were to supply the engine with electrical ground at different positions. Furthermore I thought the turn switch would be some kind of alternative of the remote control of the brake. Both assumptions turned out to be not correct. It is six pairs of wires leading to the turn switch and then leading to the second 800°C temp meter via a Hartmann & Braun compensation circuit. I am pretty sure now, that the six are temperature sensors in ring form intended to be fixed on the engine to measure the temperature in various places. As their number fits perfectly to the Flaminia I will bolt them to the exhaust manifolds close to each cylinder. By switching from one to the other a comparison of the exhaust gas temperature of the cylinders can be made. You can draw some conclusion about the work of each cylinder and identify the ones which are out of the line in either way. Have done that with a contactless temperature meter so far, but although giving digital values it is not that precise because you have to hit the measuring spot exactly in order to receive comparable figures.

As the cooling capacity of the installation is too small for long time test runs (longer than about 5-10 minutes) a cold water supply has to be added to it. Will use my experience from the Flaminia hydroplane engine to solve that issue.

There is a flow meter for measuring the flow rate of the water pump waiting on the shelf as well:)


I am getting deeper and deeper into analytics, wonder where this will lead me . . .
 

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Discussion Starter #578 (Edited)
The bumper story





Body work finished, car going to the paint shop end of 2019! That was wishful thinking.

Before that all the trim pieces were intended to be fitted to the shell. In order to do that all the trim was taken from the shelf to figure out what belongs to the Bugatti-Wagen. Not an easy job, when you recall that three Coupés and some Touring and Vignale stuff had been bunched together when moving the shop five years ago. Anyhow, this can be solved.
There still where some attachments to be made: a. front lip, closing the gap between body and bumper; b. front spoiler made out of aluminum, turns the Coupé into a real sportscar btw.; c. the guards below the rear bumper
To make the guards it is helpful to have the bumper fitted. Let´s do that, but begin at the beginning.

Six years ago, one of my friends started a remanufacturing project for bumpers in stainless steel. (Flaminia Coupé and GT/Convertibile and Flavia Coupé and Convertibile). We decided to use my Coupé bumpers as templates and sent them to China. Sometime later they returned together with the first batch of reproduced parts. At first glance they looked quite good. My Convertible is equipped with the first set of Touring bumpers.

Now it was time to fit the Pininfarina bumpers. The front appears to fit quite easily, so not much time spent on it so far. But the rear one causes headaches. The right wing seems fairly ok, the U-profile of the center piece is much too wide and the left wing is so much out of shape that it leaves a gap of about 3 cm at the rear tip of the body. I have to admit that the parts arrived in Europe with a really high-class finish and that made the decision what to do even more difficult. Long story short, I decided to reshape the parts, sacrificing the perfect surface.

One of our aims was to have the parts made out of sheet metal of reasonable thickness and not the paper-thin stuff available through other sources. And here I stand!!!

Spent a whole day bending, hammering (with plastic and aluminum hammers) and planishing on the small Eckold English Wheel. Things are moving in the right direction but still some work to do. Will have to find someone who polishes the parts once they fit.

Unnecessary work and most hated too.











 

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Discussion Starter #580
Well, you are right. I´ve been visiting your blog about your restoration, the moment you focus on one detail it reveals all its details in full depth.That´s it, in a way you have to rethink all the thoughts that have been thought while constructing the car. Understand them, find new solutions, whatever you like. In the end it´s mainly time you invest.
 
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