Suspension Process

While the body, transmission and engine were gone, Buckland and crew examined, repaired or replaced everything attached to the chassis.

Suspension pieces were all in excellent shape, although dirty and rusty here and there.  All of the old bushings and bearings were removed and replaced with new ones, regardless if they looked good or not.

Once suspension parts were bead-blasted clean, they were either taken out for powder coating or painted with POR15 paint. POR15 is the next best thing to powder coating.  With properly prepared surfaces, it is every bit as tough and strong as powder coated surfaces.  POR15 chemically bonds to metal forming a rock-hard, non-porous coating that is guaranteed not to crack, chip or peel.

Buckland recommended and Dave Bean Engineering sourced new Koni shocks from TTR (Tony Thompson) in the UK. The fronts got new springs with the shocks and springs coming as a set.  The springs in the rear were in great shape, so only new adjustable shocks were added to the rear.   Buckland was on hand personally and installed the shocks.

Dave Bean Engineering supplied new U-joints, input shaft, tailshaft bushings, differential hanger mounts, tons of new bushings, new lotocomes, track rod ends, upper ball joints, new bellows kit and trunions.

The rack and pinion was replaced with a new one, again sourced by Dave Bean Engineering.

Once the new, clean and well-oiled differential was back on the chassis, the rotoflex couplers are eliminated and replaced with first rate, genuine CV joints.  The Dave Bean sourced joints are exceptionally well made, beautiful to look at on and off the car. They also came with new axles. This obliterates any future worries about the Elan’s rubber donuts failing, as they’re forever gone.

Next: Post-Suspension / Pre-Body

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