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Daytona build

Bob Gilpatrick's Brooklands

August 28, 2008

The Pembleton Daytona has been taking a life of it's own while staying closely within the narrow confines of it's build parameters. There appears to be no two alike in the cars depicted in the website but underneath them all is the 2CV suspension and the Pembleton chassis. My build also has the Citroen 602 engine package. I'm using that engine because that's what I had left over from a light sport aviation project that I never completed and subsequently sold with a different engine. In casting about for something to do with the 602 engine I discovered the Pembleton Brooklands. It is a zero-time Citroen remanufactured engine with some modifications which are supposed to bring it up to 40 hp. It had a speed reduction package needed for aviation use and when I took that package off the engine bolted right up to my 2CV transmission with no problems. I also decided to reinstall the original engine cooling shrouds and fan to see if I will get better cooling in this hot Florida environment.

Another innovation was to build a bracket to relocate the alternator back to its original location because I wasn't too comfortable with where it was located in the Pembleton build. Too close to the ground. The engine also has a Lumenition electronic ignition. Lastly, I could see a way to utilize the original Solex carburetor so I wouldn't have to deal with twin carburetor linkages and twin chokes. I cut the balance tube from the supplied Pembleton exhaust manifold and spliced it into the original 2CV intake manifold. One carburetor - one choke. The engine starts and runs great but there may be a question of not enough carburetor to attain the higher revs needed for power to attain higher speeds. We'll see when I get it on the road. I can always go back to the twin Mikunis I got with the engine.

As I was having problems with an aluminum supplier I began the floor panel with what I had available-a sheet of .063 5052H32. It made a great stiff strong floor but I wouldn't recommend that thickness. I had quite a struggle getting it in place and working with the flanges. I scratched a lot of powder coating. The rear floor and front bulkhead were made from the same stock and, consequently, gave the same problems. I found, as have so many others, that the panel patterns showed the slots for the pedals in the wrong place. I ended up having to make a plate to cover the mistaken cuts.

The two mounting holes for the pedal assembly from the donor car were 12mm with a bush down to 10mm. When I removed the assembly the bushes came out and I then had to deal with 12mm holes. The Pembleton chassis came with 10mm holes in the pedal mount upright. Also, I had ordered a new master cylinder and it had 10mm mounting holes. Consequently, the pedal mounts had a lot of play. I ended up drilling 12mm holes in the master cylinder and the pedal mount upright. So, the floors are in place, as is the front bulkhead and top. The rear floor is in place. All are sealed with polyurethane caulk and are flush riveted. I had to redesign the footwells by making them deeper to accommodate my size 12 shoes. I ended up making the footwells in three pieces each. It's much easier than trying to deal with the complicated bends to shape. I am now using .050 sheets and bending and cutting is somewhat easier. The rear side panels have been cut, formed and rivet holes drilled to the rear floor. The front side panels have been cut and shaped but before installation I am fitting parts which will be hard to install after the side panels are riveted such as instrument panel, rear bump stops, brake fluid leak testing, some electrical wiring and, in due course, many other items I'm sure. For convenience I will be using most of the donor car's instruments. The instrument panel is removable so, if I choose, I can install more classic instruments in the future. I have added an oil temperature/pressure gauge which originally was fitted to the engine when it was aviation oriented. All I can say at this time is that you learn as you go along. This is as much an education project as kit car build. My one bit of advice- be as precise as possible when cutting and fitting panel patterns, especially in the front areas (bulkhead, glove box) where a lot of panels have to come together..

The pictures of the build can be found here.

Bob Gilpatrick

I received the following e-mail The editor

Hi David:

Here are some up-to-date pictures of my Brooklands build. The only body panel I have left to complete is the bonnet. So, I really could use the parts I have on order from Phil; Aero screens, Brooklands steering wheel and upper sleeve for the steering wheel shaft. I talked to him last week and he told me he shipped them on August 22. Here's hoping they arrive this week.

How about all these interested future builders who want to "improve" the Pembleton? Bigger, more power, faster, etc. I mentioned it to Phil and he said he never looks at the website-he kind of laughed. I'm just glad to get through the "sheet metal" phase.

My next big decision- Should I use the 2CV wheels or go to something more exotic? I would at least like to go up a tire size to 135 x 15. But, you know what my biggest tire problem is? Trying to find a shop that can dismount and mount the tires on the 2CV wheels. I have four fair 125 x 15 tires and have not yet found a tire shop that can sell 135 x 15 tires.

Overcoming problems is part of the fun of building. I'll be glad to see the other Brooklands kit arrive in Florida. It's going to Yankeetown to Dave Burgess. He has a lot of experience importing, repairing and reselling JZR's in the US. This will be his first Pembleton Brooklands build. And, fall is here and it will finally get cooler here in Florida.

Bob Gilpatrick

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