Got my Empire bits back from anodizing and I've started the install. I'm looking forward to posting a driving report but I'm not there yet and they are forecasting heavy rains for the next few days. So I will have un-rushed tweak time and the ability to really over-analyze every aspect of it.
As a designer of mechanical things, as well as, a owner of a big manufacturing facility, I feel I am qualified to pass judgment on the manufacturing aspect of the Empire kit thus far. It is no less than stellar from the manufacturing stand-point, as well as, fitment. The machined parts, though difficult to design, are the easiest to build to close tolerances. However, the welded bits are what I am most impressed with. The angle on each is just right and very little distortion after removed from the fixtures.
Surprisingly, the slip-fit welds are "fish mouthed". This accomplishes three things...1) it provides for more linear weld thereby making the joint stronger, 2) it keeps the weld from being in a single plane thereby reducing the chance of cracks or breakage due to embrittlement from the application of localized heat and 3) it tells me who ever designed this kit knows what he is doing. Subtle but a tell-tale hints (like the absence of stress risers) of the kit as a whole.
The big aluminum "spacer blocks" (for the lack of a better term...black anodized)are a close fit in the Morgan chassis. On the left side of my car, it looked like the "block" wasn't going to fit but taking a different approach to entry into the tabs of the frame and holding my tongue just right, they slip in without resistance...very close but accurate fit.
On my rainy day schedule, I plan to explore camber and castor now that it is an option. With the amount of castor that was in the car as delivered, I suspect it was disguising the bump steer issue to some degree.
Before starting this work, I took some measurements of castor (BTW, not the same from one side to the other on my car) and while working the car up and down on jacks, it was very obvious to the naked eye going from unloaded, to neutral, on to a loaded or compressed suspension...the steering went from toe out, to toe in, back to toe out. Not ideal under any circumstances. Now with the upper A-arm hinging in the same vicinity as the tie rods and with the tie rod ends elevated almost parallel with the upper A-arm, maybe I won't have to re-cover my lower seat cushion after all.
As a side note, the bolt-in brace behind the engine showed a little sign of bleeding rust (on the upper end in the pic)...a sign something is loose and moving. True to form, it was far from being tight on that end.
I have decided to take a different approach to my M3W. I have been "sympathetic" toward the car and have tried to drive it in a manner to prolong the onset of the multitude of problems that can and most likely will arise. It's killing the joy of the drive. I have decided to just go ahead and run the hell out of it and fix it when it breaks. Eventually and maybe with the help of some non-OEM parts/fixes, maybe I'll have the reliable little car I thought I was buying.
Z
