New Fuel Tank (and Hoses)

I've had the new fuel tank ready to fit for a while but ran into problems re-fitting the filler neck tube and new filler hose. When I first took them off I found the PO had bent the filler neck's face plate to get it in contact with the four fixings on the rear tub, leaving a big gap where water could get in over time. I bent it straight again and didn't think much of it. When I went to refit it myself with a new hose I found out why he'd done it.. I couldn't for the life of me get the filler neck tube to mate flush with the tub and get the new hose down to the tank at the same time. And if I put the hose on first, I couldn't get the filler neck tube on..

To cut a long story short, the first new hose was incredibly stiff and hard to work with, and not the right shape at all. After a few attempts, dropping and raising the fuel tank each time, I started doubting I had the right filler neck tube(!) Luckily someone measured their known to fit tube off their Series 2 and it was the same as mine so I started to think about the hose more. I still didn't know I had an unsuitable part but as I'd by now cut it too short I decided to start again and order another one.

The second hose I bought was specifically described as being for a Series 2A, rather than a generic 'FILLER HOSE 88"'. When it arrived I could tell it was a better shape (it has to bend down first at the point where it goes from wide to narrow, and then to the right and down at the right angle to mate the tank), and it was also cleaner inside and much easier to bend by hand as well.

The filler neck tube is now sealed flush with the tub and the hose fits neatly.

Fluid Reservoir and Pipes

I removed the shared brake/clutch fluid reservoir and gave it a lick of paint and a reproduction of the old Girling sticker. I also replaced the 1/4" pipes from the reservoir into the clutch and brake master cylinders.

Not exactly rivet counting, but a slippery slope!

I also made up a new pipe to go between the master clutch cylinder and the flexi that runs into the slave cylinder. That's all copper pipes on the vehicle now newly replaced.

The slave cylinder on the 2A is on the O/S of the bell housing facing straight up. There's a round plastic plate in the transmission cover that you can remove for easy access to the bleed nipple. I don't know why they moved them to the N/S underneath the vehicle for the Series 3s as it seems better placed where mine is.

That said, the bleed nipple was rounded and seized when I went to undo it. After some thinking I've decided I may as well fit a new slave cylinder as all the new pipes are on and empty and I'm about to fill up with new fluid and bleed everything - which means I should also fit a new master cylinder if I'm going to do the job properly.

New Rear Springs and Brake Pipes

I've now fit the new parabolics from GB Springs on the rear along with my tidied up standard dampers. GB advise standard dampers should be appropriate for their parabolics for general road use and light off-road, so I am going to see how they fare once I'm on the road - especially as I already had them and they are not leaking.

I can see she is sitting higher than she was, and standard check straps are too short even with some weight in the back. I will have to wait until she's out the garage and had chance to settle before torquing up and measuring up to make some check straps.

I've also flared and fit six new brake pipes and three new flexi-hoses which replaces the whole brake line in its entirety. Next job is a complete brake/clutch fluid replacement and bleeding operations. I have bought a one-man manual bleeder on recommendation. Time will tell if I am going to need a pressure bleeder of some kind.