With the Alfa’s hydraulic brake replacement essentially finished, there was one more related task to complete. As the previous owner had suggested to me, the battery B+ cable could stand to be replaced. Not only had he indicated that it was undersized, he also wasn’t sure that its attachment points had stood up over time. (My car was born with its battery in the engine compartment, but Pete had relocated it to the trunk, where it still is.)
Conveniently, the cable almost completely followed the routing of the brake line from rear to front. There was no extra work to dropping the battery cable when removing the brake lines. The old cable looked to be possibly 2 gauge; I had purchased a “Battery Relocation Kit” which included 20 feet of zero gauge cable (the smaller the number, the larger the cross-section). I only needed about 16 feet.
The old cable had been secured in place with metal hose clamps; thankfully, there were no signs of potential incendiary damage. The new cable followed the same routing as the old, and instead of clamps, I used about two dozen high-temp plastic cable ties. (Cable, or “zip” ties, are available in different quality levels. In the past, I had some which snapped upon tightening. For this job, I researched and purchased higher quality cables.) I was quite happy with the appearance of the end result; the new cable is tucked far enough up into the underside that at no point is it the lowest object under the car.
To gain access to the starter solenoid, I had removed the intake plenum. (Alfas and some other Italian cars do not have a traditional intake manifold. Instead, the air filter feeds air to the plenum, mounted to the outside of the side-draft carburetors. The carbs in turn are mounted to small tubes which themselves are bolted directly to the cylinder head.) I gave the plenum a cleaning, ran a 6mm x 1.0 tap on all the studs, used new washers and nuts, and with new gaskets at the ready between plenum and carbs, bolted it all back together. The thread chasing and new nuts helped immensely given that 4 of these attachments are completely blind and are in tight quarters.
Saturday was going to be the big day; there always are the dozen final details (spark plug wires and various other small connections underhood), and I triple checked all around the car, which was still on jackstands, still with tires off. The battery had been on trickle charge. Nervously, I completed the final connections at the battery. Nothing caught fire. Climbing up into the driver’s seat, I turned the key on, pumped the pedal about a half-dozen times, and cranked. The crank was strong, but the engine made no attempt to run on its own. Key off, pump the pedal some more, try again. And again. I smelled fuel, got out, and peered underneath. Raw fuel was pouring out from under the front right corner. Key off, battery safety switch turned to off. Time to stop, take a breath, and think.
Was this related to what I had been working on the last 11 months, or was this complete coincidence? Grabbing a flashlight, I looked into the right front corner, where the mechanical fuel pump and fuel filter are. Feeling with my hands, the wettest area was the rubber fuel line for the pump’s outlet. It took about 2 minutes to loosen the clamps and remove the hose.
The hose was completely dry-rotted. First, I breathed a sigh of relief that it was ‘just’ a hose. I also immediately realized that, like the brake system I had just overhauled, I really didn’t know how old these hoses were. A quick car ride (with mask) to Advance Auto Parts, and I was back with 3 feet of 5/16” fuel hose.
Sunday morning, all 4 fuel hoses, each only about 8-10 inches long, came off and were replaced with fresh rubber. Time to try again. This time, after about 7 to 8 pumps of the pedal (and no leaks), the engine started. Hooray! I bolted the tires back into place, removed the jackstands, and my Alfa was back on the ground for the first time since July of last year.
Gingerly, I moved the car outside under its own power. The brakes worked well, even if the pedal still felt a little soft. One more round of bleeding is in order. I’m also going to try to adjust the ‘throw’ at the master cylinder, as the brake pedal is not quite lined up with the clutch pedal. These are mere details, and I will get to them in the coming days. For now, I’m happy, satisfied, and truly pleased to be able to say that this project is done.
All photographs copyright © 2020 Richard A. Reina. Photos may not be copied or reproduced without express written permission.
3 thoughts on “Alfa Romeo brake system overhaul, Part 8”
Well done! And what a convenient place and time for the hose to finally hemorrhage! I’m sure you envisioned a number of places you have been or would be going to where it would have been a MAJOR inconvenience. Perhaps it’s good your brakes needed work before your intended drive to Pittsburgh last summer. Spewing petrol somewhere in the middle of PA would have been a real drag.
Hi Bob, sorry, I didn’t see your comment until now. Your comments about the fuel hoses mirror my own thoughts. The inconvenience of losing fuel pressure on the PA turnpike would have not been fun; the only mitigating factor would have been the ease with which the hoses could have been replaced on the road, not that I would prefer that avenue for the repair.
[…] works out to 2,000 miles a year. That changed, though, when the brakes seized, resulting in a complete teardown and rebuild of the braking system that took a year to complete. The car had not sat silent under my ownership for that long before, […]