Hartwell Imp - Restoration
Discussion
littleredrooster said:
StevenB said:
They are very easy once you know how, fit them with the band on then cut it.
..and if they need to be removed/replaced at a later date, use a large Jubilee clip to squeeze them before removing bolts.The torque from an Imp engine - even a highly tuned one - shouldn't trouble them.
In the old days, there used to be two different specs., a 'standard' and a 'heavy duty', the latter with steel interleaving/reinforcing bands. The heavy duty ones were used on Lotus Elan Sprints (126bhp and a lot more torque than you'll ever see on an Imp), but could be fitted as an 'upgrade' on the Imp and are what I always used. I never had any issues with them, either on my Imps, or on my Elans (one of which was tuned to 145bhp), provided you checked them regularly, and they're all you can buy, these days - the 'standard' couplings are no longer available - so you should be fine.
littleredrooster said:
StevenB said:
They are very easy once you know how, fit them with the band on then cut it.
..and if they need to be removed/replaced at a later date, use a large Jubilee clip to squeeze them before removing bolts.Equus said:
This... and there's a knack to it: it helps if you rotate the driveshafts as you're fitting each bolt, by which means you can bring each bolt hole into alignment as the coupling flexes.
The torque from an Imp engine - even a highly tuned one - shouldn't trouble them.
In the old days, there used to be two different specs., a 'standard' and a 'heavy duty', the latter with steel interleaving/reinforcing bands. The heavy duty ones were used on Lotus Elan Sprints (126bhp and a lot more torque than you'll ever see on an Imp), but could be fitted as an 'upgrade' on the Imp and are what I always used. I never had any issues with them, either on my Imps, or on my Elans (one of which was tuned to 145bhp), provided you checked them regularly, and they're all you can buy, these days - the 'standard' couplings are no longer available - so you should be fine.
I broke the couplings and snapped the output shafts on my rally imp.The torque from an Imp engine - even a highly tuned one - shouldn't trouble them.
In the old days, there used to be two different specs., a 'standard' and a 'heavy duty', the latter with steel interleaving/reinforcing bands. The heavy duty ones were used on Lotus Elan Sprints (126bhp and a lot more torque than you'll ever see on an Imp), but could be fitted as an 'upgrade' on the Imp and are what I always used. I never had any issues with them, either on my Imps, or on my Elans (one of which was tuned to 145bhp), provided you checked them regularly, and they're all you can buy, these days - the 'standard' couplings are no longer available - so you should be fine.
I fitted jack knight output shafts, which fixed the shaft snapping issues.
Going from low grip gravel covered surface to grippy tarmac on slicks used to tear them up, not usually a problem on a circuit car.
jsf said:
I broke the couplings and snapped the output shafts on my rally imp.
I fitted jack knight output shafts, which fixed the shaft snapping issues.
Going from low grip gravel covered surface to grippy tarmac on slicks used to tear them up, not usually a problem on a circuit car.
Fair point; I'm forgetting that this is a race car and will be running on slicks!I fitted jack knight output shafts, which fixed the shaft snapping issues.
Going from low grip gravel covered surface to grippy tarmac on slicks used to tear them up, not usually a problem on a circuit car.
Lots of annoying little jobs that don't amount to show much the past few days, in the engine bay I have fitted up final coolant hoses, fuel line, clutch line, fixed in place oil catch tank, got last few correct length bolts for engine, and the main engine mount.
Fitted up the throttle cable ....... annoyingly the linkage needs more movement to get full throttle.
Fitted oil lines onto oil pump.
Managed to make an exhaust although I suspect will change to something more appropriate, but at least this will keep the neighbours happy when I fire it up soon ....
Getting there
Fitted up the throttle cable ....... annoyingly the linkage needs more movement to get full throttle.
Fitted oil lines onto oil pump.
Managed to make an exhaust although I suspect will change to something more appropriate, but at least this will keep the neighbours happy when I fire it up soon ....
Getting there
Did you use the 1" or 3/4" driveshafts? The smaller ones twist to the yield point when you have a tuned engine. You can see the casting web along the driveshaft spirals along the shaft instead of being straight. I'm not sure if they ever break, but it looks disconcerting.
The Hillman Huskies had the 1" shafts.
The Hillman Huskies had the 1" shafts.
dandare said:
Did you use the 1" or 3/4" driveshafts? The smaller ones twist to the yield point when you have a tuned engine. You can see the casting web along the driveshaft spirals along the shaft instead of being straight. I'm not sure if they ever break, but it looks disconcerting.
The Hillman Huskies had the 1" shafts.
It's funny, even after 35 years I was thinking I'm sure mine were more than 3/4", till I got to the last line and thought, well that explains it.The Hillman Huskies had the 1" shafts.
Bit more finishing off, fitted rear window and sorting exhaust which whilst not in keeping with the historic race car theme will allow me to run it, it only cost me the price of the bend as the can was sitting in my dads garage lol.
Interestingly regarding the carb clearance we spoke about a while back in the thread I can keep the air filters on as there is plenty of room, maybe webber shorter than dellorto ?
Need to get it on all four wheels later today ,,,
Interestingly regarding the carb clearance we spoke about a while back in the thread I can keep the air filters on as there is plenty of room, maybe webber shorter than dellorto ?
Need to get it on all four wheels later today ,,,
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