1969 Convertible Reawakening XPK 794G

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svenedin
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1969 Convertible Reawakening XPK 794G

Post by svenedin »

XPK aka "Xavier" was my car when I was a student. Unfortunately, there was a loud bang from the gearbox and a terrible noise like a pneumatic drill (in first gear only) and he was put away in the garage to be sorted out and promptly forgotten. This was in 1995 when I had had the car for some years. He was my second Minor 1000. I learnt to drive on a 4 door saloon but the bottom rusted out of that one and it was too expensive to put right. This car is a genuine factory convertible not a 2-door with the roof chopped off.

After 19 years of having general junk piled all around him, Xavier was uncovered after a massive purge of useless rubbish in the garage. Naturally, I could not resist trying to get him to go again. So far, I have replaced the radiator and hoses as they leaked very badly and the radiator had more solder on it than radiator. All of the electrical contacts were badly corroded and a new battery was needed as well as distributor cap. He now cranks and there is a good spark but I am waiting for a new fuel line and parts for the SU fuel pump (points type). The carburettor piston was seized but released with some penetrating oil and a piece of wood. The dynamo bearings feel very stiff but I found a reconditioned unit in the boot and I remember intending to swap it 20 years ago. I also found a bottle of water in the boot which suggests the radiator was leaking all those years ago as well.

The brakes are completely seized. The handbrake was left on so I presume the cylinders are wrecked. Once I get the engine running I intend to completely renew the entire braking system. Once that is done, and the car can move, it will need the gearbox sorted out but I think that task is beyond my ability/tools/tolerance of being covered in black oil/state of my back.

Bodywork is not perfect but only a few patches of rust. Underneath looks OK except for a lot of oil on the gearbox, differential and everywhere else under there really. I know it dripped from the rear crankcase seal a lot. I recall that there was a lot of flex in chassis and the doors would pop open if it was jacked up.

This car will never be for daily use so I intend to keep it as original as possible. Having said that, I do wonder what I will think when I eventually drive it again. I remember the brakes being shockingly bad and requiring a lot of force.

I have considered selling this car many times but although it is not an MG or a Maserati we have a lot of history together and it is not going anywhere![frame]Image[/frame]
Neil MG
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Re: 1969 Convertible Reawakening XPK 794G

Post by Neil MG »

Great history, great project!

It sounds like it might need some serious structural work doing though... But well worth the effort in this case!
1956 Morris Minor Series II
1959 MGA 1600 Roadster
1966 Jaguar Mk2 3.8 MOD
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svenedin
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Re: 1969 Convertible Reawakening XPK 794G

Post by svenedin »

Yes. It has the required strengthening parts for a convertible but there was always excessive chassis movement so there must be something amiss. I was just chuckling to myself remembering the day I broke the gearbox. This car always went rather quickly perhaps less weight with no roof or just my enthusiasm in my early 20's. I was pushing the car hard on a long downhill straight on the A21. The speedo was maxed out on the needle stop and then then it suddenly jumped out of gear. Never the same again. Not surprising. What an idiot I was. Not much better now!
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Re: 1969 Convertible Reawakening XPK 794G

Post by svenedin »

Well I've been asking lists of question on this forum and I've rejoined the MMOC after a very long break in membership. Thank you for all the helpful hints and instructions. The Haynes manual is useful but it doesn't cover everything.

Today I took the carburettor off (SU HS2) and thoroughly cleaned and refurbished it with a parts kit from SU. I have had a lot of trouble with the "varnish" left from old fuel. Everything to do with the fuel system was coated in a thick, very sticky, brown glue/varnish. The sticking power of it is incredible. It was clear that the carburettor jet was completely jammed, the choke linkage couldn't move the jet at all. The carburettor piston was also seized and so was the float valve. I took the carb and float to bits and cleaned everything with carb cleaner, a toothbrush and lots of paper towel. I replaced the float needle valve and seat which was just as well because not only was it totally stuck but the rubber point that seals the valve was worn flat. Getting the pin out that holds the float was difficult as it was so gummed in (yes I know it comes out one way). I also replaced the needle (the old part had to be wrecked with pliers to get it out) and the jet. The jet was so stuck that in the end I had to twist it out with pliers after lots of penetrating oil. That petrol varnish is worse than superglue! All nicely centred now with the piston coming down with a nice clunk. Replaced the throttle disk as well. Some idiot had put the throttle disk in back to front which meant the throttle could never completely close. Lots of red "instant gasket" stuff had also found its way into the carb. A good reason not to use it.

Tomorrow I plan to sort out the engine breathing which is not correct for this engine. The tappet chest breather is under the carb so it is a good time to do it with the carb out. Then water pump, bypass hose, thermostat, dynamo, fan belt, points, oil change, filters, throttle cable, choke cable, heater hoses, heater valve.

Refurbished SU HS2 carburettor[frame]Image[/frame]

Breather that was completely blocked with oily rubbish[frame]Image[/frame]

Incorrect blanking off of inlet manifold where there should be a pollution control valve that connects to the breather pipe shown above[frame]Image[/frame]
1969 1098cc Convertible “Xavier” which I have owned since 1989.

Stephen
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svenedin
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Re: 1969 Convertible Reawakening XPK 794G

Post by svenedin »

Here's the breathing system back to how it should be. Engine number 10ME-U-H **** indicates Series 5 A series with closed breathing.[frame]Image[/frame]

Checked the chassis number as well. M/AT5 D ******* M. Morris, A Series engine, Tourer, 1098cc, Deluxe, Cowley
1969 1098cc Convertible “Xavier” which I have owned since 1989.

Stephen
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Re: 1969 Convertible Reawakening XPK 794G

Post by irmscher »

Looks a great car and will be watching your restoration :D
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Re: 1969 Convertible Reawakening XPK 794G

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Had about 5 days of working on the car. Every job seemed to lead to another job but today I started the engine for the first time in 20 years and it started first time! Mind you, it really should have started first time considering everything that I had done!

Here's what I have done so far.

1) The radiator was full of holes and the hoses were all completely perished so I ordered and installed a new radiator and full set of hoses (including heater).
2) Thermostat was stuck open so that was replaced as well as the housing. It was very difficult to remove, presumably a dissimilar metals corrosion issue between the studs and alloy housing or block.
3) Water pump bearing felt tight so a new water pump installed. I'd have preferred to have replaced the bearing on the old pump so I've kept it in case i ever find out how to do that.
4) New fan belt at the same time as replacing the dynamo and coil. I bought a reconditioned dynamo over 20 years ago and it was in the boot so I'm sure there must have been something wrong with the dynamo on the car. Bearing felt very tight on the old dynamo. Pulley and fan swapped over from old dynamo.
5) Carburettor totally stripped down and overhauled with new needle, jet, spring, throttle disk, throttle spindle, float needle valve and seat. Jet on the carburettor was totally jammed so the choke could not operate and the float valve was stuck. Piston seized as well. Everything coated in brown sticky "varnish" from old fuel. Fresh petrol did not get this gunk off but carburettor cleaner and a toothbrush worked well.
6) New choke, throttle and heater cables. All very stiff and throttle cable and choke incorrectly routed and too short.
7) New distributor cap, HT leads, points, condenser.
8) Total stripdown of SU fuel pump. Completely seized. Again, old fuel turned into glue. New diaphragm, everything cleaned, new points. Now works a treat (better than it did when the car was last in use). New fuel line from pump to carb (leaking)
9) Oil change, oil filter, air filter.
10) Fuel tank drained by removing drain plug. Nasty dark brown fuel. Rinsed out with fresh fuel.
11) Fuel line purged of nasty brown fuel unto it ran clear with the fresh petrol.

AND then, pulled out the choke, turned key and instant starting. I'm sure it never started so well before....

BUT, it still has the same horrible noise coming from the bell housing that it did when it was last used. Sounds like a metallic tak, tak, tak. It goes away when the clutch is depressed. Knackered clutch, gearbox??

The brakes are the next job. They are all completely seized. I intend to renew the braking system completely but keep the system original so no upgrade to modern disks or servo things.

Image
1969 1098cc Convertible “Xavier” which I have owned since 1989.

Stephen
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Re: 1969 Convertible Reawakening XPK 794G

Post by POMMReg »

And checked the nody bumber?
Further investigations uncovered it was an inside job!!
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Re: 1969 Convertible Reawakening XPK 794G

Post by jaekl »

You'll be getting in there anyway due to the noise in the bell housing, so while you're there check the flywheel bolts. A loose flywheel will have those symptoms as well.
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Re: 1969 Convertible Reawakening XPK 794G

Post by Redmoggy »

Sounds like it would be a good idea to remove the sill covers and check the body structure. If the doors were popping open you have issues to sort.

Regards
Rod
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Re: 1969 Convertible Reawakening XPK 794G

Post by svenedin »

Well nothing whatsoever happened on the car for the last 7 years............BUT I'm back on it again.

Long story. My partner ended up very seriously ill and in intensive care for months after having an emergency liver transplant. At the same time my mother was diagnosed with a rare auto-immune neurological condition and entered a long terminal decline and needed a lot of care so there was no time for the car, looking after mum and my partner and working. Then I decided to fall backwards onto a metal pole and got impaled which resulted in 2x major operations and intensive care.

Anyway, I am now working on the car again at least doing what I can do. I have fully overhauled the rear brakes with new cylinders, shoes, springs, drums, banjos, bleed nipples etc (this car has done well over a million miles, I actually took it past 999,999). I have replaced both handbrake cables (I did this bit 7 years ago). I have replaced all of the corroded brake lines with Kunifer around the front and have totally overhauled the off-side (de-rusted and painted brake back plate, new cylinders, shoes, drum). The near-side at the front is being a total pain due to corroded screws holding in the cylinders. I have them all out but one but that managed to get rounded off even with a well fitting socket. So I am going to have to take the hub off to get the backplate off so that I can drill/dremel out the last screw holding in a cylinder. This is a repeat of what happened with the off-side 7 years ago!! At least it means I can thoroughly refurbish the back plate I suppose.

Due to the fact that I now find it rather difficult to get back off the floor and I am decidedly unenthusiastic about being flat on my back under the car I am not sure yet how far I will get with the original idea which was to replace every part of the braking system. I think it likely that the car will go to ESM for the work that I can no longer do.

Since this was my car when I was 18 I am determined to drive the car again!!!!!
1969 1098cc Convertible “Xavier” which I have owned since 1989.

Stephen
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Re: 1969 Convertible Reawakening XPK 794G

Post by ManyMinors »

What a great catch up! You have had some ups and downs. At least you still have your car :D . We will await further progress and hope that you'll soon be running around in it again! By the way, you won't have covered a million miles. When the odometer "goes round" on a Minor it has covered 100,000 :wink: Still a lot of miles for a little car though.
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Re: 1969 Convertible Reawakening XPK 794G

Post by svenedin »

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Ah of course. There's a decimal point. It's 99,999.9. Well it's been round quite a few times. Exactly how many times I'd have to check my records.

I'm going to take the hub off the n/s front today so that I can get the brake backplate off and get the remaining totally recalcitrant corroded cylinder screw off. Then I will refurbish the brake backplate prior to reassembly (I did this on the other side for exactly the same reason -one screw refused all efforts at normal removal). Depending on how far I get (I am slow now after my accident) I may move on to the either replacing the brake master cylinder (using the G-clamp bending the torsion bar out of the way method) or the hard lines and flexi hose at the back.

My aim is to get the car in a condition where it can be moved and will stop so that it can go to a specialist for all the work I cannot do. It had all 4 brake drums absolutely seized so it could not move at all. After a lot of unpleasant work it now has 4 wheels that can move and a handbrake that works so it could be pushed and will stop. A bonus would be to have hydraulic brakes working as well. I am also trying to keep the cost down by doing what I can myself.

I am getting married in October (long overdue) but sadly there's no chance Xavier can be there on the big day.

Poor Xavier has attracted a lot more clutter around him now.......
Last edited by svenedin on Sat Sep 04, 2021 10:14 am, edited 3 times in total.
1969 1098cc Convertible “Xavier” which I have owned since 1989.

Stephen
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svenedin
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Re: 1969 Convertible Reawakening XPK 794G

Post by svenedin »

One side of front brakes done with a new Kunifer brake line and flexible hose. Brake drum screws were mangled beyond recognition so I replaced them but at first I did not realise that the front brake drum screws are short whereas the rear drum screws are longer...
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Rear brakes done but there seems to be a leak from the half-shaft oil seal....
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I refurbished the very rusty brake back plate. New cylinders but they had sat in boxes in the garage for 7 years so a little rust on outside (bores are perfect as they had some red rubber grease inside). Don't worry I didn't leave the split pin like that!
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Panicked when I could not find the brake adjusters. They are difficult to get. Found them under the car where I left them 7 years ago...
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1969 1098cc Convertible “Xavier” which I have owned since 1989.

Stephen
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Re: 1969 Convertible Reawakening XPK 794G

Post by svenedin »

I got the n/s brake backplate off today and finally managed to remove the one remaining cylinder retaining screw off by destroying the head with a cutting disc on the Dremel. Initially I cut a slot thinking I might be able to unscrew the fastener but this did not work. The hub came off with no effort at all after remembering that the castle nut on the n/s is left hand thread and a bit of a struggle with the split pin.

Now the back plate has been degreased and is in a bath of citric acid to de-rust it prior to painting. Of note, there was no evidence that PlusGas had penetrated the thread at all despite a lot of it and 2 days for it to work.
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1969 1098cc Convertible “Xavier” which I have owned since 1989.

Stephen
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Re: 1969 Convertible Reawakening XPK 794G

Post by jagnut66 »

Hi,
Sorry to read about what your mum and partner (soon to be wife) are / have been going through.
Great to see / hear about what you've done so far on your Moggy. Hopefully the structural problem won't cost you too much to fix.
If someone hasn't already advised you to, it would be a good idea to replace the fuel line from the tank to the pump with a new Kunifer one, as it will cope far better with the ethanol in the fuel we have to feed our cars these days.
The other thing to consider is the diaphragm in the pump itself, a service kit isn't cheap but it will save you having to worry.
Also the float on the carb:
https://www.ebay.co.uk/itm/265054525766 ... SwB1RgKmIe
I spoke to this chap and he assures me the new diaphragm in the kit he supplies is resistant to E10 fuels. I have had one off him but you will need to get him to advise you when he will have more in stock, this is the kit he supplies:
https://www.ebay.co.uk/itm/263393457804
ESM also do a diaphragm repair kit but it is unclear what it contains, at the very least you will need the paper gaskets to reseal the bottom of the pump. If you do this don't screw the diaphragm in too tight otherwise it won't operate. Push the old one a couple of times, so you can feel it operating and then replicate (as close as you can) the 'looseness' of fit, when screwing in the replacement.
If you decide to go for a complete new pump from the likes of ESM make sure they confirm (by email if possible -- so you have it in writing) that it is E10 proof. There are ones floating about leftover from Bull Motif (now gone) that possibly won't be.

Best wishes,
Mike.
1954 Series 2: 4 door: "Sally" -- Back on the ground with (slave) wheels and waiting to be resprayed......
1970 Triumph Herald 1200: "Hetty" -- Driven back from Llangollen in Wales (twice.....)
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svenedin
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Re: 1969 Convertible Reawakening XPK 794G

Post by svenedin »

Thank you.

I actually rebuilt the fuel pump, float chamber and carburettor 7 years ago with rebuild kits direct from SU. I am unsure whether they are suitable for E10 but E5 was around at that time. I certainly do intend to replace the fuel line from the tank because the tank leaks and has to come out. I enjoyed doing the fuel pump and did a post on here about it:viewtopic.php?f=4&t=57395. I seem to recall it must be powered with the diaphragm fully thrown prior to final assembly. I actually connected the battery yesterday and to my great satisfaction the fuel pump ticked away merrily. I don't think the car has a major structural problem. The door adjustment on the drivers side is very poor (it barely catches at all) and so the slight flex of the chassis when jacking up the car is enough to make the door pop open. Of course all will be revealed when the wings and sill covers come off and some serious poking around is done. The engine and gearbox will have to come out to address the original problem that took the car off the road all those years ago. The engine will need a total overhaul (I alone did 130,000 miles in it without any major overhaul other than routine servicing). The wiring loom may also need replacement. So many terminals are corroded and mice have eaten through the cloth in places. Anything made of rubber will need replacing as it has all perished, it needs new carpets throughout and mice have eaten holes in its once lovely mohair hood. Then there is the bodywork which is rusty in places but not actually that bad I think. Lets hope for no nasty surprises; prepare for the worst but hope for the best!

Edit: I had a look on the SU website. All they say about the pump diaphragms they supply is "suitable for all modern fuels".......
1969 1098cc Convertible “Xavier” which I have owned since 1989.

Stephen
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Re: 1969 Convertible Reawakening XPK 794G

Post by jagnut66 »

I had a look on the SU website. All they say about the pump diaphragms they supply is "suitable for all modern fuels".......
Glad you enjoyed the challenge of rebuilding your pump and that it works fine, might be worth checking about the diaphragm with someone like Burlen Fuels (who supply SU parts), to be sure being that was seven years ago and E10 is potentially far more destructive, as you have the car off the road at present anyway.
Don't forget the float.
Best wishes,
Mike.
1954 Series 2: 4 door: "Sally" -- Back on the ground with (slave) wheels and waiting to be resprayed......
1970 Triumph Herald 1200: "Hetty" -- Driven back from Llangollen in Wales (twice.....)
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svenedin
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Re: 1969 Convertible Reawakening XPK 794G

Post by svenedin »

Good idea Mike. I will check with Burlen as you suggest!

I notice that the repair kits are much much more expensive directly from Burlen than they are from Holden........hmm.
1969 1098cc Convertible “Xavier” which I have owned since 1989.

Stephen
jagnut66
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Re: 1969 Convertible Reawakening XPK 794G

Post by jagnut66 »

Nothing to stop you inquiring, I think they're out of stock anyway but you could pick their brains then source one somewhere else if necessary.
Just tell them you couldn't wait...........:wink:
Best wishes,
Mike.
1954 Series 2: 4 door: "Sally" -- Back on the ground with (slave) wheels and waiting to be resprayed......
1970 Triumph Herald 1200: "Hetty" -- Driven back from Llangollen in Wales (twice.....)
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