A big new shiny bit! I've always thought it was strange that Xtremes have a mild steel roll bar, when the rest of the chassis is made of stainless. John Sampson recently informed me that this was to comply with motorsport regulations - competition cars must have roll bars made from cold-drawn steel. He also said that Quantum could retro-fit a stainless roll bar as fitted to their latest Xtreme demonstrator (it's now an option for all new Xtremes). So, on the 30th October 2002, the car was taken to Quantum's workshop to have the old roll bar cut off and a new stainless steel one welded on. I'd removed the rear bodywork and the fuel tank for access, so the car had to be transported there on a trailer (thanks Rod!).
Upon arrival at Quantum's premises, John recommended that the seats be removed as well. To get to the nuts that hold the seats in, the car was hoisted using the two-poster vehicle lift in Paul's workshop, which made the job quick and simple. While I was under the car, I noticed some drops of red oil on the bottom of the bellhousing. This was not a pleasant surprise, as it meant the front gearbox oil seal or gasket was leaking. I thought then that it would only be a matter of time before the oil finds its way onto the clutch. The car was then lowered and pushed next door to the fabrication and welding workshop. Alan, Quantum's new welder/fabricator, has made a superb job of the conversion - his TIG welding is neater than that on the original roll bar!
Sure enough, on the way home from the Exeter Show in November 2002, the clutch started slipping under heavy load. Although it's not difficult or expensive to fix, I'm rather annoyed that it has happened. During the build, I paid a local company to recondition the gearbox. This included fitting all new seals and bearings, to prevent future problems such as this! I also fitted a new complete clutch assembly - now I'll have to buy another friction plate, as the linings will be ruined by the synthetic gearbox oil. As I rarely use the Xtreme during January or February, I've got plenty of time to sort it out before the Stafford show in March 2003. With the engine and gearbox out of the car, I can also paint the engine with some proper engine enamel at last and clean and tidy the engine bay.
Unusually for me, I didn't leave everything until the last minute - the engine and gearbox were removed on New Years Day! Remembering the struggle we had installing them, I treated myself to a Clarke load-leveller for use with my engine crane. This worked very well, enabling me to easily remove the engine and gearbox on my own. Later, with Rod's help, the engine and gearbox were separated, the bell housing removed and the engine was bolted to a borrowed engine stand (thanks Mike!), ready for cleaning and painting.
On the following Saturday, I took the gearbox back to Gloucester Road Gearboxes. The manager Leigh was very obliging - he got one of the technicians to change the front gearbox seal and gasket while I waited. The gasket (which was the source of the leak) is now an improved cork type, instead of the old paper one. The rear prop shaft oil seal was also changed as a precaution and I was supplied with another 2 litres of Castrol SMX oil, all free of charge. I later managed to find a motor factor that sold clutch components individually, so I was able to buy just the centre friction plate. The oil on the flywheel and clutch pressure plate was then cleaned off, ready for reassembly.
Progress is slow as I'm only working on the car at weekends. The weekday evenings are just too cold, dark and depressing! The engine and bellhousing have been cleaned using an electric drill and various decoking brushes, then degreased with cellulose thinners and painted with two coats of gloss black engine enamel. I've also checked and adjusted the valve clearances - an easy job with the engine on the stand and no carburettor getting in the way. With Rod's assistance, the engine and gearbox were reinstalled on the 26th. During the rather leisurely refit, I cleaned and painted several minor items such as the fuel pump, dipstick tube and engine breather. The car was finally back in one piece on the 8th of February. A long, chilly test drive on the 9th confirmed that all was now well. After a good polishing session, followed by a couple of coats of wax, the car's looking like new again!
I've been thinking for a while that I'd like to start another kit car project. After the winter's improvements, my Xtreme is looking and performing better than ever, but I'm ready for a new challenge. So, with spring arriving, it seemed a good time to put the car up for sale. In early March 2003, I advertised it with Total Kit Car, Find-It and Which Kit?. I also drove the car to the Stafford show and put it in the cars for sale area on both days. None of these methods led to any really serious enquiries. However, at the Stoneleigh show in May, the car was sold before 11am on the first day! The Xtreme now belongs to an enthusiast in Northern Ireland, who was a real pleasure to do business with. I sincerely hope the new owner gets as much enjoyment from the car as I did.
Outside Alan's workshop with the new roll bar fitted.
Neat!
Ready for extraction.
A rather scruffy Pinto.
That's better!
Back where it belongs.