What have you done today with your Austin Seven

[Steve Jones]

Where do you all find the time? Malcolm's route is more than familiar. Places such as Caydale and Cockayne bring back memories of road rallies from many years ago and at one time or another I've driven all the roads he's driven today. After my inversion at Harewood last September most of the plans for the Sevens over the winter have gone to pot with most time spent repairing the Ulster. However, these last few weeks I've been able to do some modifications to it comprising rebuilding the steering box, drag link and other steering bits and pieces. In addition, I've, finally, restored the castor by fitting a wedge between the front spring and nose piece  and, lastly, locked the nearside spring shackle with a plate based on Terry Griffin's method but fitted to the front of the axle, not the rear.

   

So, on Saturday I tried it all out on the road. 10 miles only and no photos but the car is transformed. No kick back through the steering on uneven roads and no trying to dive into the bushes (or the HGV coming the other way ) when hitting a bump or pot hole. Why didn't I do it years ago?

No Sevens today. We have the insurance renewals for our two moderns that have gone up with quite a bump. Time spent chasing around the internet has resulted in alternative quotes for both cars with well known companies that are less than the renewal last year meaning a total saving of around £250. In Yorkshire, we consider that time well spent.

Steve

[andrew34ruby]

Insurance is odd. The insurance on my modern has just come down 10%.

[`Gordonhbm]

Why is the Terry Griffin method preferred over AustinWood method of using of tyre insert at both ends of spring?

[Robert Leigh]

That method of locking the front spring shackle appears to have a bolt fitted tight through the axle eye where the radius arm originally fits. With the other end of the axle still able to move will there not be small angular rotation taking place at this new pivot, which is unlubricated? Or have I failed to see what is really happening?

[Howard Wright]

Why is the Terry Griffin method preferred over AustinWood  method of using of tyre insert at  both ends of spring?

Hi Gordon

On a standard car the spring is bowed and suspension movement causes the spring to lengthen compressing any rubber chocks and holding the axle in place.

On a dropped axle car the spring is flat or has a negative bow and suspension movement causes the spring to shorten….any rubber chocks would be useless.

Robert..

The three large bolts on the plate fit the axle shackle eye, unused radius arm hole and the dropped radius arm holding all three to the axle with no movement before or after fitting.  The bolt holding the spring is, I'm sure, a shackle pin with shoulders and grease track allowing the spring to rotate.  On my installation the grease nipple at the end of the pin faces forward as shown below.  (On my axle I’ve installed double dampers with the ends fitted to a damper pin drilled and tapped into the bolt where the radius arm was).


  IMG_1593.jpeg (Size: 123.53 KB / Downloads: 315)

Hope this helps but I’m sure Steve or Terry can comment further.

Cheers

Howard

[`Gordonhbm]

Hi Howard,
Thanks for that very clear answer. Shows my limited ability very nicely!
Cheers,
Gordon.

[AustinWood]

I doubt whetger the spring would shorten sufficiently to make any difference.

[Alan]

It’s not about the spring. With standard suspension the axle is free to move sideways in the shackles. This gives rather random steering inputs on rough surfaces. And also allows the steering to move the axle rather than turning the wheels.

[Peter Sweeney]

Used the Big 7 for my Nephews Wedding    

[Reckless Rat]

There's something wrong here. All you lot are posting photos of Austin Sevens out in the glorious spring sunshine. I live in the south of France for goodness sake and it's been raining chats et chiens here for the past week. Mon Dieu! Ca m'ennerve!

I'll get you back, eventually. I hope...