With the filter removed and oil draining freely, Ollie checked the moisture content of the brake fluid, where we found it to be 1.3%, so sufficiently below the 3-4% band that would have required replacing and bleeding, so one less job needed doing.

Next on the list were the fuel filters. Firstly, we replaced the in-line disposable filter downstream from the fuel pump (an electronic type pump in our case) using pipe clamps to minimise fuel spillage.

You’ll notice that the fuel pump is located in one of the vacant battery boxes on our GT, as it has a 12V battery located in the boot below the access panel. Because of the electronic fuel pump our GT has a fuel regulator (Malpassi Filter King) fitted, which has an internal filter located in a glass bowl below the regulator diaphragm. We had chosen to replace the paper filter with a reusable metal one, and which was accessed via a screw coupling to bottom of the bowl.

Next Ollie set about renewing the grease in the kingpins using, which admittedly weren’t too bad as we had last done them back in September. In addition to the kingpins, the propshaft and steering column universal joints were also greased via their respective grease nipples.

Having had a well-earned bacon sandwich and tea break, we returned to replace the sump plug using a new copper crush washer, before moving our attention to the rear of the car. The differential top-up plug was removed and oil ran out, so it was clear that we didn’t need to top it up – another easy job ticked off the list.

Back at the front of the car we checked the valve clearances, using the ‘cold’ settings given the time elapsed since we had run the engine. The Oselli cam in our fast-road engine has non-standard valve clearances of 0.016 inlet and 0.018 exhaust (cold), compared to the stock 0.015” (cold). We found that we didn’t have a large enough, yet shallow, socket for the crank nut, and were unable to turn the engine by hand despite having removed the spark plugs. Alternatively, we reverted to rolling the car forwards and back, whilst in gear, to bring each valve to fully open in turn. Using the ‘Rule of 9’ (i.e. with valve 1 fully open, adjust valve 8, 1+8=9) we worked through the valves, making some minor adjustments where necessary. Of interest to me I noted that the head casting number was 12H2709, a casting number in line with the engine number and European specification, as my GT had an engine swap a decade or so ago for a slightly later engine reworked by Oselli to a 1950cc fast-road spec.

As our GT is fitted with electronic ignition, there was no need to service and adjust the points gap.

The rocker cover was replaced and 3 quarts of Duckhams 20/50W Classic were initially poured in  – I use Duckhams as I believe it has the highest Zinc content of the normally available ‘classic’ oils. I quite like the Accuspark spark plugs having had good results from them over the past 18 months or so, and a new set were put in and torqued up as per specification before the HT leads being reconnected in the firing order 1, 3, 4 & 2. Our GT has an ignition immobiliser, which is useful to turn the engine on the starter motor so as to start getting the new oil circulating, before starting the engine as normal. After a momentary flicker of the oil pressure gauge it quickly indicated 60lbs and remained steady at that. With the engine running we worked through the car checking for oil and fuel leaks where we had been working, and all was well and the battery access panel was secured back in place. The fuel regulator was indicating 3 psi, so within specification and not over pressurising the SU carburettor floats. The oil level was checked on the dip stick and the level topped up to the just below the ‘Max’ level, assuming more oil will filter down in to the sump. We’ll check the level and top up over the coming weeks.

Ollie quickly worked around the car spraying white grease on the hinges, locks and accelerator pedal cable. The SU carburettor piston oil levels were topped up, coolant level checked and all lights checked to be working.

The GT ticked over nicely with the slightly adjusted valve clearances, but they’ll be checked again once its been for a spirited drive out in spring.

I would normally also check and service the brakes, including adjusting the handbrake to bite at 2 notches, but I had only done those in September prior to having a discretionary MOT done, so will give them a check over nearer to spring, which typically involves applying a smear of red rubber grease to keep the piston boots subtle and copper grease on upper surfaces and retaining pins to eliminate squeal (which this car can suffer from). Similarly, we will clean and re-oil the K&N air filters at some point before the spring.

As our GT is generally well maintained, the annual service was quite routine and not unexpected issues were found. There will be plenty of remaining minor jobs to perform when time allows, but the main service is now done and the car will be ready to hit the road at the earliest opportunity in the spring – once the gritting finishes and roads cleansed of salt with a week or so of rain.

Ollie, I and our 1969 GT will be present at the Frontline Developments Cars & Coffee morning on 21^st March, where the various Frontline modifications can be inspected up close.

SafetyFast

Ollie & Neil Brant