Section Q (26/12/08 )


Q.1     General
Q.2     Brackets and fixing points


Handbook Plate 15




 There are three types of body styling: the Soft Top, with Vinide hood, the Hard Top, with fibreglass reinforced plastic moulded roof, and the Gran Turismo, which has a fixed roof, extending in a continuous sweep, to the rear of the car.

Soft Top and Hard Top versions have rear boots, with front-hinged, moulded boot lids and stays. The Gran Turismo bas no separate boot compartment, but has access to the same rear storage space from within the car.

Both Soft Top hoods and Hard Top roofs are secured to the top of the windscreen with three toggle-catches, and to the body with inside rear catches. The Soft Top hood and frame folds to stow behind the seating positions, with a hood envelope to enclose it. The Hard Top roof can he removed completely for open touring. The Hard Top roof moulding is exclusive to that version of the car. Both the Hard Top and Soft Top versions have the moulded, front-hinged boot lid.

The bodies of the three versions are constructed with the following seven fibreglass reinforced plastic moulded panels.

  1. Dashboard -instrument facia panel.

  2. Windscreen frame, with side window rebates.

  3. Front engine bonnet and front wings moulded in one piece, with front rubber-bushed pivot mountings to permit the complete moulding to cant forwards within the limits of its retaining stay. This moulding is braced across the rear, with lugs for spring loaded retention in the 'down' position. Release catch is inside the car. The moulding has a centrally positioned low air scoop aperture and also a small scoop on top of the bonnet to provide air to the carburettor air intake.

  4. Rear engine scuttle moulding, with tubular transverse bracing.

  5. Lower side panels are moulded integrally with the rear wings and boot surround panel, with door and boot lid rebates. In the Gran Turismo version, this moulding is in one piece with the swept-back roof moulding.    

  6. and 7.  Two doors are moulded and fitted with front hinges and rear slam wedges and ratchet catches.

Bonnet, boot and door moulding rebates are trimmed with foam rubber in the rebates, for anti-vibration and the exclusion of water and draughts, as appropriate to their function.



The main body is of one-piece fibreglass construction with integral bonding of wood flooring and tubular steel bracing. 


This assembly includes the scuttle, seat wells, doorways, rear bulk head, luggage boot and rear mudguards. The rear bumpers are moulded into the rear section of the main body and are clad with chromium-plated steel pressings. The main body, which rests on felt strips, is attached to support brackets at the forward end of the chassis. immediately behind the front wheels, by four 5/16 in.  U.N.F. by 3/4 in. long hex. high tensile steel fixing screws,  four 5/16 in. i.d. plant steel washers and four 5/16 in. U.N.F. hex. self-locking nuts. Two of each passing from the wheel-well through the forward body mounting brackets, which are welded to the chassis, and the bodywork, to be secured from within the cockpit footwells. Under the door sills, on either side, two high-tensile steel 1/4 in. U.N.F. by 1-1/8 in. long hex. bolts pass through the wooden floor panels and the main longitudinal chassis members to be secured by  two 1/4 in. U.N.F. hex. self-locking nuts with 1/4 in. i.d. plain steel washers. The rear body is secured to the chassis on either side by four 5/16 in. U.N.F. by 3/4  in. long hex. high-tensile steel fixing screws, four 5/16 in. i.d. plain steel washers and four 5/16 in. U.N.F. hex. self-locking nuts, the bolts passing through drilled angles on the rear body behind the rear wheels to pick up on holes drilled in the rear chassis  members. The bracket securing the handbrake lever is retained by two 5/16 in. bolts, which pass through the floor boards and chassis and form another body-to-chassis attachment, two 5/16 in. i.d. washers and two 5/16 in. hex. self-locking nuts. The inboard seat channels are secured  in a similar manner, their 1/4 in. U.N.F. retaining bolts (four to each rail) passing through floor and chassis to be secured by 1/4 in. i.d. plain wasbers and 1/4 in. U.N.F. hex. nuts.

The main body is moulded at the forward end to follow the contour of the wheel-well and is recessed to house the battery on the right hand side and the carburettor linkage on the left. Rubber edged fibreglass splash guards are fitted to the front wheel-wells and these are attached by Spire speed screws to the upswept chassis member and to the main body work. These guards conceal and protect the  front body-to-chassis attachment bolts. Above the footwells a sloping shelf carries the fuse box and junction boxes,  also the clutch fluid reservoir (left hand drive car only).  The shelf also carries the windscreen wiper motor. The  bulkhead below the scuttle is drilled to accommodate control cable and wiring grommets and carries a rubber sealing strip on which the closed bonnet rests. This strip is also fitted to the rebates outboard of the sloping shelf on either side of the car.

The scuttle is reinforced by a tubular steel former which is secured to both the body moulding and the flooring throughout its length. The steel bracketry to which the pendant footpedals are attached is bolted to the body work below the scuttle.

At the rear the main body is recessed to accomodate the fuel tank filler cap, behind and above the lefthand rear wheel, and at the extreme rear it is shaped and drilled to carry the registration plate.


The space between the separate floor pannels is bridged by a gearbox cover and a prop-shaft cover, both of which are moulded in fibreglass. The gearbox cover is secured by 14 Spire Speed fixing screws, Spire Speed washers (3/16 in. i.d. plain) and Spire Speed nuts. A Clayton Wright 'Stick-a-Strip seal is fitted to ensure draught and fume exclusion.

The prop-shaft cover is retained by 12 No. 8 by 1/2 in. long chromium plated, recessed head fixing screws. A gear lever cover, of moulded rubber, is fitted to the prop-shaft cover where this is cut out to accommodate the gear lever.

The luggage boot is floored by a ribbed fibreglass moulding which rests on the rear chassis members and provides a cover for the underslung fuel tank. A circular hole in the boot floor provides access to the tank unit and this is covered by an 18 S.W.G. aluminium pannel, 4-1/2 in. in diameter, secured by two No. 8 by 3/8 in. long type A Phillips screws.

Within the rear wheel arches are mud flaps moulded from fibreglass to the contour of the rear wings. The mud-flaps, being handed, are not interchangable and are attached to either side by two 1/4 in. U.N.F. by 3/4 in long fixing screws and one 1/4 in U.N.F. by 7/8 in. long fixing screws, each of which has two 1/4 in. i.d. plain steel washers and a 1/4 in. U.N.F. hex. self-locking nut.

The door lock strikers are attached to the main bodywork and each of these assemblies is secured by four 10 U.N.F. by 1-1/4 in. long countersunk screws. which pass through the striker and the fibreglass bodywork to be secured from within the wheel area by four 10 U.N.F. hex. self-locking nuts with four 3/16 in. i.d. plain washers. The striker rack, which is positioned below the striker on each

Sabra Handbook Pic Q 02



side, is secured by four 1/4 in. U.N.F. by 1-1/4 in. long countersunk screws, four 1/4 in. i.d. plain washers and four 1/4 in. U.N.F. hex. self-locking nuts. It is important that the striker rack, which is not symmetrical, should be positioned as shown in fig Q2 and not reversed.



The car has been designed to afford ease of maintenance and servicing with a minimum of dismantling, and it will not be found necessary to remove the main body for any reason other than a complete rebuild. Access to gearbox  and prop-shaft may be gained by the removal of the seats and the bulkbead trim which is secured by seven countersunk 3/16 in. Whitworth fixing screws, two 1 in. three 3/4 in. long, each with a cup washer, plain washer, spring washer and 3/16 in. fixing nut. Remove the two No. 8 by 3/4 in. long Phillips screws and lift off the ashtray. Withdraw  the rubber moulding from around the gear lever, unscrewing the knob of the gear lever to permit the easy removal of the moulding. Remove the front bulkhead trim carpet and the propshaft-cover-carpet, which are retained by Carr carpet fasteners, and undo the screws holding the  fibreglass covers. The access provided by the removal of these covers will be sufficient to permit work to be done on  the gearbox, prop-shaft and brake cable.


 THE BONNET (The Hood)

 The forward-hinging bonnet (hood) assembly is a one-piece structure comprising engine bonnet and front wings. It is rigidly constructed of reinforced fibreglass, its shape having been designed to combine strength with appearance.  This major assembly carries the over-riders, front grille, parking lamp and headlamp sub-assemblies. The bonnet  pivots on two hinges positioned on the undersides of the  forward ends of the longitudinal chassis members, and it is secured on either hinge by a 2 in. hex. bolt. one plain  steel washer, one 18 S.W.G. special (brass) washer and one 1-1/4 in. o.d. 17/16 in. i.d. by 1/4 in. rubber washer and a selflocking 3/8 in. U.N.F. steel hex. nut. The pivot bolts pass  from the outsides of the hinges having the plain steel washers under their heads and the rubber washer sandwiched between the plain washer and the steel angles on the bonnet stiffening members. The brass washer is fitted  as a shim between the chassis brackets and the bonnet angles. In the closed position the bonnet is secured by a plunger operated release mechanism mounted on each side of the scuttle. The striker assemblies on the bonnet engage the spring loaded, cable controled plungers and secure the bonnet when closed. When in the locked position the bonnet holds two spring loaded lift plungers in compression, and when the locking plungers have been withdrawn the lift plungers react to raise the bonnet from its seating.

Handbook Plate 17

Part 200193

Part 200193


on the scuttle, permitting a handhold for further raising.  In the raised, or fully open, position the bonnet permits easy access to the engine, steering and front suspension of the car and it is held in a near vertical position by an angle section support arm.



To remove the bonnet first disconnect the color-coded wiring harnesses at the disconnect points adjacent to the front horns.   The horns themselves need not be disconnected. Removal of the hinge bolts and dettachment of the support arm will permit the bonnet to be lifted clear of the car, but during this operation its weight should be supported to avoid undue loads or twisting on the hinges.



Each of the two doors is a fabrication comprising two reinforced fibreglass inner and outer mouldings. The doors carry the side windows and their winding mechanisms, also the pivot ventilating window assemblies.

The doors are hung on their leading edges by two strong hinges, each secured by four 1/4 in. by 1 in. long countersunk screws, four 1/4 in. i.d. plain steel washers and four 1/4 in. U.N.F. hex. self-locking nuts. Each hinge is attached to the main body by four 1/4 in. U.N.F. by 1-1/4 in long countersunk screws, four 1/4 in. i.d. plain washers and four 1/4 in. U.N.F. hex. self-locking nuts. These hinges are not interchangeable.

Each door is fastened by a Wilmot Breeden rotary lock, these, being handed, are not interchangeable. The rotary lock is attached and secured by two 10 U.N.F. by 3/4 in. long countersunk screws, two 3/16 in. i.d. plain washers and two 10 U.N.F. hex. self-locking nuts, to the rear face of the door, and the star-wheel of this mechanisme engages with the striker rack attached to the main car body when the door is closed. From the outside, the door catch is freed by pressure on the push button release embodied in the handle, and from within, by a remote control handle located near the top leading edge of the door interior trim panel. Movement of this handle actuates the lock via the remote control mechanism and a pressed steel link located behind the trim panel, which connects the remote control rod to the rotary lock. The remote control mechanism is secured to the door structure by three 10 U.N.F. by 1 in. long countersunk screws and to the lock by a 3/16 in. dia. by 1/2 in. long steel rivet and a Spire Speed nut, and to the link by a pin. Two spring steel waved washers and one special washer are used in the link-to-lock attachment.

A pivot ventilating assembly is supported by each door, the frame strip being secured to the forward, or leading edge of the door by two 10 U.N.F. by 5/8  in. countersunk screws


two 3/16 in. i.d. plain washers and two 10 U.N.F. hex. self-locking nuts. The rear channel attachment of the vent is made by an angle bracket which, riveted to the channel, is secured through a hardwood packing block to the inner moulding by a 1/4 in. U.N.F. by 3/4 in. long hex. screw, a 1/4 in. i.d. plain steel washer and a 1/4 in. U.N.F. hex. self-locking nut. Each pivot vent which is seated on a moulded rubber seal, has two threaded studs, or shanks, built into its base and these pass through the top of the door moulding to be secured by two special 1/4 in U.N.F.   by  7/8 in. long hex. nuts.

Across the cut-away inner moulding of the door is fitted the regulator channel, an 18 S.W.G. mild steel pressing, which supports the drop glass stop subassembly and the door pull handle mounting brackets, which are attached, respectively, by two 10 U.N.F. by 5/8 in. long countersunk screws with : 3/16 in. i.d. plain washers and 10 U.N.F. selflocking nuts and two 3/16 in. Whitworth by 3/4 in. long   countersunk screws with 3/16 in. plain wasbers and  3/16 in Whitworth hex. nuts.

The drop glass assembly in the soft top version of the car differs from that of the hard top but the fixture of both assemblies is similar, the tempered sheet glass being held in a channel which is attached to the regulator and the regulator being secured to the door by six 1/4 in. U.N.F. by 3/4 in. long countersunk screws.

The glass stop sub-assembly is a 12 S.W.G. mild steel pressing retained by the two Whitworth countersunk screws which pass through the overlap of the glass stop sub-assembly before picking up the two holes in the regulator channels.

The door glass stop is a 2 in. by 1 in. by 3/8 in. hardwood block surmounted by a 2 in. by 3/16, in. by 4 in. felt strip. Each window is located by a glass channel which is secured to the door by two 1/4 in. U.N.F. by 1-1/4 in. long countersunk screws, two 1/4, in. i.d. plain washers and two 1/4 in. U.N.F. hex. self-locking nuts. Three hardwood packing blocks, each 2 in. by 2 in. by 1/2 in. ensure the accurate positioning of the channel.

The slot between the tops of the outer and inner door housing through which the window slides, is faced on both its inner edges by a 24 in. length of Silent Channel Weather Strip attached to each outer moulding by eight Tucker Eyelets (TAP/D/BH 537) and to each inner trim panel by eight Tucker Eyetets (TAP/D/BH 429). A chromium plated 22 S.W.G. brass pressing is attached to the outer Weatber Strip, and to the door, as an embellishment.

Across the top of the inner door moulding cut-out is fixed a 5/16 in. diameter casing board stiffener, this being secured at either end by four rivets (TAP/D/BH 537).   The casing board stiffener support bracket is attached to the stiffener and to the glass slop sub-assembly by two rivets of the same type. To prevent damage to hinges and bodywork by the opening of a door beyond its normal pivot angle, a strong check link has been fitted.


This is located in the lower leading edge of the door and it consists of a check link (a 10 S.W.G. mild steel pressing) attached by a 14 S.W.G. mild steel lug to the interior of the door. The check link passes through a slot in an oval slide plate which is attached to the main body by two 3/16 in. Whitworth by 1 in. long countersunk screws, two 3/16 in. i.d. rectangular spring washers, two 3/16 in. i.d. plain washers and two 3/16 in. Whitworth hex. nuts. A metal washer (13 S.W.G. mild steel) and a rubber moulding are fitted to the check link behind the slide plate, i.e. within the main body shell, to form a resilient door stop. The washer and rubber moulding are retained by a 3/8 in. by 1/2 in. steel split-pin.

The door is finished on the inside by a trim panel to which are attached the escutcheons for the glass regulator and remote control door handle. Through this trim panel pass the shafts to carry both handles also the 10 U.N.F. by 3/4 in. fixing screws of the door pull-handle, which pick up on the mounting bracket holes behind.



Removal is effected by the detachment of the check link slide plate and the withdrawal of the link from the main body, followed by the withdrawal of the eight U.N.F. 1/4 in. by 1 in. long countersunk screws, washers and nuts retaining the hinges, described earlier. Further dismantling requires the removal of interior handles and the escutcheons and the rim panel. This will provide access to the assemblies described earlier.


THE BOOT LID (Trunk-lid)

Moulded in reinforced fibreglass, the boot-lid consists of an outer and an inner moulding which combine to form a most robust, diagonally braced, shell. The boot-lid hinges upwards on two chromium plated hinges to which it is attached by means of six 1/4 in. by l-3/8 in. studs, and six 1/4 in. U.N.F. self-locking nuts.

The boot-lid hinge bodies each have a 5/16 in. threaded shank which passes through the bodywork to be secured by a 5/16 in. plain nut and a plain washer. Gaskets are used on the assemblies and should not be overlooked when dismantling and reassembling. The boot-lid is supported, when raised, by a telescopic stay which is attached to the right-hand edge of the lid inner moulding by two 1/4 in. U.N.F. by 1/2 in. hex. fixing screws and two 1/4 in. i.d. rectangular spring washers. The bottom of the stay is attached to a Z section bracket by two 5/16 in. U.N.F. by 3/4 in. hex. fixing screws, a 5/16 in. i.d. plain washer and a 5/16 in. U.N.F. self-locking nut. The Z section bracket is itself attached to the main body inner moulding. The boot lid is fitted with a Wilmot Breeden lock, attached to an angled mounting plate by four 1/4 in. U.N.F.  5/8 in. long countersunk screws and four 1/4 in. U.N.F. hex. self-locking nuts.




The removal of the 5/16 in. nut. washer and screw at the bottom of the boot lid stay and the detachment of the nuts and washers from the studs securing the hinges will free the boot lid from the body. There are no electrical leads to disconnect.



There are two windscreens available for the car; one of 1/4 in. thick toughened glass and the other of 1/4 in. thick  laminated glass. Both are retained in the reinforced fibreglass windscreen by an extruded rubber weather strip and a metal and plastic filler strip. The windscreen is surmounted on the inside by a cloth covered trim rubber on  which are mounted the hood fixing brackets, these being attached by two 10 U.N.C. by 1 in. long countersunk screws which pass through the rubber to the frame. The two outer hood fixing brackets are of slightly different shape to the centre bracket, but all three are castings of L.M.4 aluminium. Around the top of the windscreen frame runs the hood sealing channel which carries the extruded 3 ft. 6 in. long. rubber hood seal. This sub-assembly being  retained by 12 rivets (TAP/D/BH 429). Down each side of the windscreen run aluminium water channels 14-1/2 in. long. each of which is secured by four rivets (TAP/D/BH 429). On the rearward turned edges of the 'wrap-around' windscreen frame are sealing rubbers 21 in. long. The windscreen frame employs a tensioner stay which passes through a hole in the hood sealing channel and again through  a hole in the facia below, to be secured and locked by two 1/8 in. Whitworth hex. nuts. A rubber grommet is fitted to the facia hole through which the tensioner passes. The windscreen frame is seated on a 56 in. rubber seal and it is secured to the scuttle by five 1/4 in. U.N.F. by 1-1/4 in. long hex. high-tensile steel bolts, two 1/4 in. U.N.F. by 1-1/4 in. long countersunk screws, twelve 1/4 in. i.d. plain steel washers and seven 1/4 in. U.N.F. self-locking hex. nuts.




To remove the entire windscreen assembly it is first neccessary to remove the tensioner stay by undoing the two nuts on the underside of the facia and withdrawing the stay upwards from the hood sealing channel. It is necessary to detach the facia from its seating to permit access to the five 1/4 in. bolts and two 1/4 in. screws holding the windscreen to the scuttle. The withdrawal of these will free the windscreen completely but care should be taken not to damage the rubber seals in the process, and for this purpose the car doors should be opened wide before commencing work.




The facia, or dash panel, is a matt-black reinforced fibre glass moulding stiffened by a 1/2 in. by 16 S.W.G. by 36 in. long mild steel stiffener. It is shaped to fit over the scuttle coaming and the windscreen frame attachment flange, concealing the windscreen attachment bolts and screws. It is secured on its right and left hand edges by two 1/4 in. U.N.F. by 3/4 in. and two 1/4 in. U.N.F. by 1-1/4 in. long mushroom head screws, which pass from the cockpit side through the facia and the scuttle behind, to be retained by four 1/4 in. i.d. plain washers and four 1/4 in. U.N.F. hex. self-locking nuts.



Before removing the facia from its mounting it will be necessary to remove the windscreen tensioner stay and windscreen trim rubber (see Windscreen) also the interior mirror, which is attached by three No. 8 by 1-1/2 in. long wood screws. Remove the two 3/16 in. Whitworth by 2 in. long countersunk screws and endplates securing the crash roll. Remove the four mushroom head fixing screws which secure the facia. Remove the grab-handle by removing the nuts and spacers referred to earlier. Remove the steering wheel and boss (see Steering Section). Remove the four raised head fixing screws holding the heater and demister escutcheons. If the facia is to be detached completely, it will be necessary to remove all instruments and controls mounted on the panel (see Instrument Section).

Behind the facia is a 12 S.W.G. mild steel bracket which supports passenger's grab-handle and this must be detached from the facia or from the scuttle before removal of the facia is attempted. The removal of the four mushroom head screws, washers and nuts, described earlier, will free the facia from its mounting.

The eight screws, washers, and nuts securing the hood frame attachment plates to the body should be withdrawn to free the assembly from the main body. The assistance of a helper or the use of props is recommended during the last stage of the detachment procedure to prevent the frame structure from falling and possibly damaging the trim of the car.



A hard-top assembly is available for the car, being constructed in the same manner as the main body, i.e. of moulded reinforced fibreglass, being located on, and secured to the main body by four toggle fasteners each of which is attached by aluminium rivets (TAP/D/BH 537). The clips for these fasteners are attached to the main body on the cockpit sides and rear bulkhead, each by two No. 8 by 3/4 in. long countersunk screws and two fixing nuts.


Around the base of the hard-top is fitted a rubber seal, 9 ft. 6 in. long, which is attached by 12 aluminium rivets (TAP/D/BH 537) with : 3/16 in. i.d. steel washers. A large rear window is incorporated in the hard-top assembly and is retained by a 9 ft. 6 in. rubber Weather Strip, locked by a filler strip of the same length. On either side of the hard-top are 16 S.W.G. aluminium water drain channels each attached by 10 aluminium rivets (TAP/D/BH 537).


THE HOOD (Soft Top)

The Vynide hood (soft top) canopy is supported by a collapsible hood frame constructed of steel and designed to fold into a storage envelope which, when not in use, is carried in the luggage boot. When stowed, the folded hood - frame and canopy fits the contour of the rear bulkhead and the storage envelope is then fitted to encase the assembly, picking up on the ten Lift-the-Dot studs and two turnbuttons which secure the hood canopy.

The hood frame is attached to the main body on either side by four 3/16 in. Whitworth by 3/4 in. long round head screws with four 3/16 in. i.d. plain steel washers, the screws passing through the two drilled plates on the canopy frame to pick up four holes on each side of the main body, behind the doors and close to the coaming. They are secured from between the inner and outer body mouldings by four 3/16 in. rectangular section spring washers and four 3/16 in. Whitworth hex. nuts.



When detaching the canopy from the main body, the hood should first be released from the windscreen. The turn-button fasteners undone, and the ten Lift-the-Dot sockets prised free. 




All versions are fitted with two foam cushioned 'aero style' folding seats, adjustable for fore and aft positions. There is room behind the front seats for occasional seats, or for parcel and luggage stowage to supplement boot space.   The cockpit floor panels and footwells are carpeted by four tailored and bound felt carpets which abut the gearbox cover and prop-shaft cover carpets on either side of the panelling, thirty Carr carpet fasteners being employed to attach the carpet to the floor and bulkhead panelling. An unfelted foot carpet of four square feet area is also fitted.   The carpeting in the passenger's footwell is cut away in the vicinity of a foot rest tube which, retained by two 1/4 in.


U.N.F. by 3/4 in. long hex. bolts. two 1/4 in. i.d. plain washers and two 1/4 in. hex self-locking nuts, is mounted on the  wooden floor panel.

The two seats slide forwards and rearwards on four runners each of which is attached by four 1/4 in. U.N.F. by 1-1/4 in. long hex. high tensile steel bolts, sixteen 1/4 in. i.d. plain washers and sixteen 1/4 in. U.N.F. hex. self-locking  nuts (the inboard runners are also secured to the chassis  members, as described in the main body section).

The front quarter casing trim on each side of the car carries a map pocket and is attached by live No. 8 by 1/2 in. long fixing screws and two 1/8 in. rivets. A door draft excluder is riveted by seven 1/8 in. rivets (TAP/D/BH 429) to each door and each excluder has a 2 in. wide by 20 S.W.G. chromiuni plated end-cap.

The door step edgings are pressings of 20 S.W.G. polished aluminium, attached to the door sills on either side by live rivets (TAP/D/BH 537).

To the facia, or dash panel, is fitted a crash roll moulding of reinforced fibreglass, this being secured by two 3/16 in.  Whitworth by 2 in. long countersunk screws and two endplates. On the passenger's side of the facia a grab-handle is mounted, supported from behind by a 12 S.W.G. mild steel bracket. The handle is itself secured by two 1/4 in. U.N.F. hex. self-locking nuts with two spacers.

The padded rear bulkbead trim. mentioned in the Main Body Section, is held by two 3/16 in. Whitworth by 2 in. long countersunk screws, two 3/16 in. Whitworth by 1 in. long countersunk screws, and three 3/16 in. Whitworth by 3/4 in. long countersunk screws each of which has a cup washer, a 3/16 in. i.d. plain fixing washer, a 3/16 in. i.d. rectangular section fixing washer and a 3/16 in.  Whitworth hex. nut. The screws with the cup washers under their heads, pass through the trim and the bulkhead to be secured between the rear bulkhead moulding and the boot.

Eight holes for safety harness atttachment are drilled on the car floor and members, and these are plugged with rubber mouldings which will be dispensed with when safety harness is fitted.



The main front scoop is fitted with an aluminium grille and surround which is spring-retained.


The small top air scoop, headlamp rims, windshield rim, wiper and screen washer fitments are all bright finished.

Front over-rider type bumpers are of bright finished metal-clad reinforced fibreglass, secured to the body with concealed bolts to transfer shock direct to the bonnet pivot chassis struts.

Both inside and outside door catch handles are chrome finished. The passenger door locks from inside with reverse throw of the handle, and the driver's door locks from outside, with the key.

Door hinges are of the flap-and-pin type and are concealed in the door front rebates.

The boot (trunk) lock, petrol filler cap and rear lamp housings are all bright finished to match the rear four-piece bumper shell, which is fitted on the fibreglass body moulding to 'wrap around' the rear of the car, almost to the rear wheel arches. Wheels are either of disc type with chromed hub covers, or are silvered wire spoked with central chrome finished wing nuts. An aluminium disc wheel cover, with radial slots, is also available.



All external body panels are sprayed with two double coats of cellulose primer and with seven finishing coats.



Minor repairs can be effected with fibreglass repair kits, available through the Distributor. The kit consists of an air-hardening mastic which can be used to fill cracks or to repair small holes by building up layers of the material over a cellophane membrane taped over the inside of the hole.

Finishing is accomplished by filing down the repaired face and then rubbing down as usual, for paint-spraying.


Click to enlarge.

Handbook page 16


Common Technics