Just returned from Oklahoma City where I picked up a 1974 Elden MK10C that a restoration was started. Thanks to Tim H. he had a nice start to the restoration of chassis # AM 73-79.
A quick review of the SCCA Log Book show’s Gary Hackbarth was the original owner and raced the car in CenDiv bringing a 1974 Regional Class Championship (notebook entry not verified by SCCA) [23 races in 2 years].
Additional owners: Mike Piccone, Jay Davis, Ron Eilken, Dana Moudy and Joel Evans, Brian Goellnicnt, Steve Carbone, Steve Barton and Tim Henson.
One of the mysteries I am trying discern is the original location of the radiators on this car. (Current location was done by the last owner for his application) Pictures of the car in 1985 found in the second SCCA Log Book: SCCA #2 pictures p2-3 don’t show the radiators, but leaves you to assume back by the seat area. In a solo picture shows a wedge nose and appears to have the radiators on the sides but where? But then I have pictures showing the near the middle of the car but with a more pointy nose: Any help here would be great.
All engine parts are at the machine shop (Santa Fe Auto Machine) her in Santa Fe, NM I have the MK10 and the MK8 engine in the shop so allot of parts to order and manage.
When the shop gets done we will complete the order for bearings and rings, etc. Shopping around between BAT and Pegasus finds a large variance in costs. I keep a spreadsheet of all current prices for “ALL” parts I have used. If you want a copy of the list send me an e-mail.
Trying a new firm for RaceTech guages. Ben at Transatlantic Raceparts, Ltd internet site is: http://www.race-parts.com. They were recommended by RACETECH in England as a source of the gauges for the MK 8. Using a dual oil pressure/oil temp gauge and a electrical water temp gauge. Give them a try.
So back to cleaning parts and working on the MK 8 brakes.
Progress continues. The Elden MK10C was loaded into the trailer for a debut run at NAPA Speedway. http://www.napaspeedway.com
The day was nice about 47deg and no wind which for us is quite nice for December. Ran the car in the paddock to try and bed in brake pads and build in heat into the engine. This is the first time the car has moved under its own power in over 16 years.
The Hewland works well, brakes not so much, and engine felt good. For some reason the brake pad is soft even after several rounds of bleeding. After many laps pulled in and found several minor oil leaks and a good portion of oil into the overflow that looked like it had water in it. Oh Sh… Assume it is a head gasket so put the car away.
Pulled the head the next day and a head gasket isn’t the major issue but did find more corrosion in the head and block. Remember I didn’t rebuild the engine from when it was brought home. The engine had started and ran so we flushed the systems and put it on the back burner. Guess that was wrong. So the head and block are at Santa Fe Auto Machine in Santa Fe, NM for head rebuild and block cleaning.
Back to the shop and Happy Holidays to everyone.
Good Morning loyal followers 🙂
A quick Update. Allot of work has been completed. John and Adam Hammil finished building new radiator tubes to route the lines in a much more clean fashion from the old 12″ flex hose. New swirl pot and also corrected a minor frame issue and helped me pour a new seat. HAMFABINC.com
Got my used treaded tires from John Berget. Since the Dunlops are hard to come buy got a set of Avons for initial setup and testing. http://www.jbracingtires.net
Engine compression checks good with <6% variation. Will do leak down tests after track day to finish breaking in and getting all the seals warm.
Car is to be put on the ground today to set initial alignment and ride height. Then into the trailer for a Dec 16th test date at NAPA Speedway in Alb, NM on the road course. Several of our open wheel friends will be there to support the efforts.
The Elden MK8 1973 is moving closer to its place on the roll around. After track day will pull the engine/trans to put new water pump, pulleys and belts, and freeze plugs. Look for new pictures of the shop later today with the FF lineups.
Finished taking the poster board molds and converted to 0.060″ Al sheet preferably 5052 to make the bends easier. Came out looking better than I had hoped. Still need John Hammil to weld the top joints. Next week.
Relocated the Fire Extinguisher under my legs with the battery and re-plumbed it along with relocating the actuator. Note on this system there are two (2) safety pins that must be removed before the system can be used. So I tie 2 red streamers on those pins as a warning”Removal Before Racing”. Now to complete the Fire Extinguisher and battery cover out of fiberglass.
Worked today on installing the Harmon Racing Cell. Plumbed the fuel with #6 Aeroquip hose and fittings. Plumbed the cell vent(roll over valve) also with #6 hose and fitting exiting the rear of the engine compartment opposite the exhaust header.
Next comes the Aluminum panels to encase the fuel cell. We will use the bulkhead as the back panel and will bend a new front panel(seat back) and side panels from one piece of Al metal. First built a cardboard pattern to get an idea of what is needed. Since cardboard is so thick and not very flexible for the bends built a second model out of poster board from the hobby store. The picture shows these 2 models against the cell. Next will be to transfer the poster board model dimensions to the Al sheet
Note the high degree of precision. hahahaha So off to the shop to find a suitable piece of Al sheet.
Good Morning. Well the last few weeks have been busy on non-race car projects.
On Friday I received the custom fuel cell from Jim Harmon at Harmon Racing Cells: http://harmonracingcells.com. I have attached pictures of the design and final delivered cell. Later in the week I will swap cars in the shop and take pictures in the location behind the driver in the MK10C. Note: Everyone should check their own dimensions before ordering.Elden Mk 10 Fuel Cell Design Harmon Racing Cell Design
I can’t wait for this next step. Good Luck on your project.
Sitting here watching the Daytona 500. Glad to see no one is hurt. Pretty amazing.
Anyway the oil pump is headed back from Farley Engines and the Fuel Cell has shipped from Harmon Racing Cells.
Curtis Farley has encouraged me to change the oil suction(scavenge) line to AN 10 from 8’s. Will require a change to the oil tank and the dry sump pan. Will take to HamFab in Edgewood, NM.
The Fuel cell pictures will post this weekend once I get it. I will show pictures of the cell on the bench and also in the car. Look forward to that.
Anyone know what stub axles we use on the MK10C? It appears mine are wore and the rotor doesn’t always center when the big nut is torqued on inducing run out. HamFab checked the rotors and they are within 0.005″ run out. May need to replace or come up with an alternative plan.
Well it has been a busy few weeks and not all on the Elden’s. But to catch up:
Received aluminum pipes made by HamFab Inc in Edgewood NM. These are replacing the numerous rubber hoses and connectors that convert 1 1/4″ pipe to 1 1/2″ radiator plumbing. Doing this required modifying the header/collector tank. I am still not happy with the way this came out so look for more work on this topic.
Since the radiator plumbing has hit an interim step I wanted to start the engine to do leak down/compression tests, etc. Well that didn’t go so well. I thought I had solved the oil prime problem. When starting the engine for the first time in 16 years, rotating the engine over with the starter and plugs out to build oil pressure, was very slow. Many minutes of cranking before we had oil pressure. Found some air leaks in the suction side plumbing from the oil pan to the 5 port pump. This did not correct the problem as I had though/wished. Could not get a good prime and once the pressure bled off then couldn’t get it back.
So we pulled the engine and transaxle to remove the Cosworth 5 port pump. Disassembled the pump and found some scoring on the suction rotors. Talked with Curtis Farley at Farley engines an I believe the problems are as follows: 1) pump maybe a bit weak with rotor scoring and maybe some wear on the rotors. Sent to Farley Engines for a rebuild. 2) this engine had 1/2″ID oil suction lines want 5/8″ at a minimum. 3) the oil line from the bottom of the oil tank to the pump was originally routed up and over the pump instead taking a low route up to the pump. This doesn’t allow an oil “head” to be seen by the pump and if there is pressure and the engine shuts off an air bubble would likely form creating a problem again. Solution to re-route all lines to ensure the pump see’s the oil level in the oil tank and increase to a min of 5/8″ oil line.
So while I wait for the oil pump to be rebuilt, I will return to the re-plumbing and back to the battery box cover.
First vintage race will be Deming NM, March 30 April 1st. Need to get the non-vintage (we are welcome to run in our own group)1987 Van Diemen Formula Continental ready. So back to the shop.
The foot box on the MK8(10) has some surface rust on it. So removed the pedal assembly, master cylinders etc. Put the assembly in the glass bead blast cabinet and cleaned up all surfaces awaiting new paint or powder coating, haven’t decided yet. The dead pedal was broken off so fabricated a new one and welded on.
Began rebuilding the master cylinders. I am used to having Girling 0.75″ rear brake and 0.625″ front brake masters but this car is 0.70″ and 0.625 . Just an observation. Was able to rebuild the masters with a light hone job and new Girling repair kits.
Rebuilt the clutch slave cylinder and reinstalled.
Today finish the master cylinders, paint the pedal assembly and return to the completion of the battery cover on the MK10