Well it has been a bit of time since I have updated this blog. Since Oct last years we did our normal traveling in the fall and then spent most of the winter working on Elden AM74-5 and 73-39 and Am73-79
Elden 74-5 was found to have mismatched front uprights. One was 1/2 ” taller offsetting the hub center line. Borrowed 2 different ones from our last acquisition and began a search for new replacements. Was introduced to 2 potential suppliers in the UK. One private individual and another a race shop:
I also spoke to Pat Prince at Pat Prince Engineering and he has the jigs for the suspension parts. So soon I will be sending the stuff I need to Pat for repair or fabrication.
We are now running the new Hoosier VFF treaded tires a bit difference that the slicks I have run for years. But we are nearing an optimum setup.
Elden #2 was nearing completion for this racing season. Note I am doing preservation not restorations so I don’t strip down the car. When I picked up the car there was an invoice to “straighten the frame”. Well it is still “bent”. I couldn’t align the car, ran strings down the chassis found the rear sub frame tweaked 1/2″ at least. So work has stopped.
Elden #3 AM-73-79 is getting a new body. The old body had been cutup and missing some parts so I ordered a new body from:
Hoping that body is here in June. So the plan right now is to strip the bent chassis down for repair and to move forward on Elden AM 73-79.
Racing highlights: We ran ran Elden 74-5 the MK10C rebodied Falconer and the video link is:
Well we will catch up again after the SVRA Open Wheel World Challenge at Indianapolis, in June.
It has always been a question of mine on the true validity of the Falconer body on my Elden MK10C. The previous owner had the car re bodied but the top cockpit is different from the original Falconer design. The reason was under Lee Stohr’s ownership he converted the car from an outboard suspension to front inboard with rockers and modifications were needed in the cockpit body panel to clear the rockers.
A few days ago Allan D. helped me inventory the spare body panels I have accumulated over the several acquisitions. When I bought the 74 MK10C from South Carolina it came with Lee Stohr’s original body. I have toyed with the idea of putting that body back on so Allan D. and I setup the panels and low and behold this is what we found. The following pictures show what transpired:
The first picture shows the Swift type nose cone Lee Stohr used and the cockpit, but with something missing. Also note the rear engine cover very similar in design as the Falconer.
If you notice the original Elden Falconer Body work, copied from a picture on Race-Cars.com, there is a bubble in front of the cockpit opening, assume to deflect air over the drivers head. By using Lee Stohrs middle section incorporating the inboard rockers the Falconer bump was eliminated. I will say I wish I had the bubble as the wall of air off the nose is very annoying at 100 mph, trying to lift my helmet off!
So the mold I have is the final product of the current Falconer body style. What is great I now understand the evolution of this cockpit body panel and the rest is original Falconer.
Thanks to Lee Stohr for the picture of his car in 1980, and Race-Cars.com for their tremendous archive.
Elden MK10 B AM73-79 as raced by Jay Davis. I wish to re body this car with the parts I already have. Thanks to Jay for this and other pictures of the car during the time he had it.
On this car I got from Tim H. in Tulsa, there were some panels that were saved from the days of Jay Davis. Note the two holes at the back of the side body panels for radiator plumbing, as this is the remnants of conversion of this car from a MK10B to MK10C , You can see the front radiator hose openings have been glassed over from when the car was a MK10B configuration.
This picture shows the top cockpit using an Elden cockpit body panel with a nose grafted on. Along side are the side body panels after much modification.
Since I want to take this car back to a Elden MK10B with the radiators behind the front wheels as is AM73-74, this next picture shows what I have to work with from my inventory:
So it looks like I need side body panels and a nose. I am thinking of trying to pull a mold off the last Elden MK10B AM73-74 side body panels I just got from Greg N. He also had the wood “buck” to make a nose mold and may try to use it to make a female mold, but will have to see my fiberglass skills on the side panels.
It was a busy off season. Curtis Farley at Farley Engines built a new motor. Scat crank and light weight flywheel/clutch etc. I went thought the Hewland and confirmed all bushings etc where in good shape.
First event was April at Sandia Motorsports in Albuquerque, NM running a Southwest Motorsports (www.SWMS.org) vintage race. I was not happy: 1) brakes have always been an issue. With the new locking axle nuts on the Imp axles to eliminate loosening of the nut during braking. John Hammill at http://www.hamfab.com fabricated the nuts and washers. But the stopping ability is still poor. I used old Ferrado DS11 pads as I had some and with the rear disk rotors being unobtanium didn’t want to get real aggressive. I soloed the the DS11 a long time ago. Well let’s move on.
The rear external disk rotors are Sunbeam Rapier, per Peter Hampsheir. I have scoured the internet trying to find a backup pair. Contacted the Sunbeam Rapier UK club and found a pair of used. I have cleaned them up and bored the bolt circles to match the car and have taken them to Santa Fe Auto Machine to have them faced.
So with a backup rotors I put some old Millitex pads on. They work a 100% better than the DS11, but….. Will look for some Hawks or Performance Friction Carbon pads.
One thing became more apparent that without adequate rear brakes the under steer is worse. Going to add brake bias adjuster to help find that happy a balance.
Second race of the year at SWMS I found the engine running warmer than I wished. 70 deg day overcast and water temp 105deg C and rising. Backed off RPMs and the issue subsided. So decide to have the radiators looked at. The “mule” engine was an unknown and now the Farley engine is known hp. That added hp maybe a bit much for 6000 ft and dry air, so having the radiators checked.
Another issue found at the last race was very “vague” shifter. 2nd gear was tough to get into and 4th was there maybe. Found that in my search for removing slop in the shift assembly, I actually introduced some drag into the pivot at the front of the shift handle. Redid the assembly and the next race much better.
So we are getting there.
Thanks to Jay Davis, the second owner of the Elden MK10C I am posting some of his pictures he was gracious enough to share. I was most interested in radiator location and attachment points for the same.
One of the question Jay answered for me was if the car came with an original Piper engine. In the pictures there is a Piper cast aluminum oil sump, Piper oil pump, Piper velocity stack and Piper valve cover. I have all but the Piper valve cover which Jay says he still has. Also Jay says that the original block had some weird gob of weld/epoxy covering block damage. The block I have from the car has two areas that have repairs from internal shrapnel. Also the cast oil sump shows the same. So I believe I have the original engine in the car and plan on using it.