Openings in
the body.
The continuous slab behind each door is removed. Rear-quarter skins now stop at separate B-post references, leaving doorways bounded by the A-posts and outer sills. Square rear openings, cambered side skins, rear wheelhouses and raised door glazing bring the visible architecture closer to the supplied photographs.
All profiles, stations, camber, post/sill sections, glazing lean and wheelhouse dimensions remain estimates. The opposite side uses an unverified symmetry assumption. The 1.2 mm skin offset is an estimated separation along vehicle X, not measured gauge or normal sheet thickness. No pixel scale or perspective rectification is claimed.
Inspect the left side
Inspect the right side
What changed and why
| Region | New reference behavior | Evidence limits |
|---|---|---|
| Door aperture | The welded rear-quarter skin stops behind the door. Separate posts and outer sill define the opening; the body shell remains fixed during general separation. | Opening dimensions, gaps, post returns, seal ledges, weld ownership and stiffness are unmeasured. No welded panel is identified as a detachable assembly. |
| Side skin | A thin, cambered surface replaces the thick beveled slab. Front wings have estimated upper returns toward the bonnet edge. | The camber and skin offset are construction estimates. Front wings now have native shell/arch-return STEP references; remaining browser skins are separate. None is tooling, a forming die or a repair template. |
| Wheel openings | Rear openings have a flat roof and rounded corners; front openings retain a rounded profile at a narrower estimated span. Separate inner wheelhouse surfaces add rear obstacles. | No fitted arch contour, tire/steering/suspension clearance, loaded ride height or tire size is recovered. Wheelhouse roof is a reference surface; detailed seams, flanges and reinforcements are absent. |
| Door surroundings | Raised main panes and front quarterlights are separate from the door skins, with matching display separation offsets. | No glass thickness, regulator, window run, seal compression or measured travel. Moving the groups together is a display convention, not a verified removal assembly. |
Close the lower front-side gap
The previous front wing ended above the sill bottom, exposing the inner structure between the front wheel opening and sill. The revised skin extends down to the existing sill datum and turns inward to its lower-return edge. IMG_6329 and IMG_6341 show the continuous black lower-side treatment; they do not supply calibrated sections.
The added 76.2 mm depth, 1.5 mm projected gauge, inward fold and paint boundary are construction estimates. The black region remains part of the existing wing inspection group; its separate mesh is a color partition, not a detachable trim part or a verified factory seam. The former wing material is retained.
British Motor Heritage distinguishes rubber-bumper wings, outer sills and front sill fillers 14A4620/21. These catalog roles do not establish fitted identities, hidden laps, welds or the actual lower section. The added skin does not verify a filler arrangement, jacking strength, suspension clearance or a replacement/removal path.
Native validation confirms 75 valid positive solids, connected upper/lower wing sections, unchanged surrounding sources and no static lower-skin/tyre source overlap. The browser loads all 74 native sources with metric placement and picking intact. These checks validate the reference implementation, not actual-car fit.
Formed front-wing shells
Owner IMG_6329 shows the rounded front opening and side contour; IMG_6854/6855 show the upper shoulder and inner bonnet-edge region with the bonnet raised. The former browser side skin, straight upper ribbon and round wheel-opening tube are now replaced by native curved shells and separate inward wheel-opening returns. The existing shoulder and inner bonnet-edge boundary curves guide the new rounded section between them.
The side camber, rear/front stations, two-quadratic wheel-opening outline and side-marker envelopes retain the earlier estimated drawing. The new 1.2 mm inset follows sampled planar section normals; it is not a measured or globally normal sheet gauge. The separately modeled arch return extends about 12 mm inward with an estimated 1.3 mm section. Its touching/overlap with the skin does not establish an actual folded seam, weld or fitted return profile. No axle, track, bonnet, headlamp, engine or wheelhouse frame is shifted to create a fit.
British Motor Heritage lists CZJ594 RH and CZJ595 LH for rubber-bumper cars. These establish panel roles and configuration comparisons, not the fitted panel identity, contours or mounting map. The inner mounting flange, fasteners, rear scuttle joint and continuous headlamp transition remain incomplete. The retained neighboring sources are unregistered; zero sampled intersection, edge coincidence or visible contact would not prove actual clearance.
The wing, its return and retained side-marker envelope share an inspection translation. This is illustrative separation, not a verified detachable subassembly or removal direction. Replacement rehearsal still requires fitted fixing access, support, seams, headlamp/wiring release, adjacent-panel relationships and actual wheel/steering clearance.
Thin scuttle and A-post corners
The former rounded solid block and narrow spindle strip are replaced by a thin shroud top, three spindle apertures, downturned front/rear edges and two separate curved A-post corner references. The wiper motor, wheelboxes, spindles, casings and static arms/blades stay at their previous drawing stations. Removing the old block exposes the under-panel space those mechanisms previously occupied inside solid material.
Factory p.234 distinguishes AJA5118 and the AHA8615 North America/Sweden shroud/dash-top branch, plus a separate LH A-post/scuttle extension. The three-wheelbox plate supplies a wiper architecture comparison. BMH’s CZJ724 rubber-bumper scuttle requires North American modification; AHA7422/7423 are separate A-post/shroud extension comparisons. None identifies the fitted panel or supplies its actual hole map, section or seam.
The main top follows the former spindle-band reference plane and width. Its rear station stays at body Z0.01; the nominal block front changes from Z0.23 to the existing bonnet rear plane Z0.13, removing an estimated 84.667 mm forward drawing span. Rounded bevels of the old block are not included in that nominal span. The 1.5 mm projected-Y gauge, 12 mm edge returns and two corner profiles are construction estimates. Spindle openings use the three existing axes and estimated aperture radii. No windshield-leg receiver, body slot, shim, drain, hidden fastening or welded repair specification is invented.
The revised smaller-crown bonnet rear-center reference is about 18.9 mm above the new top (formerly 69.7 mm); the revised fascia rail’s center now shares its height plane (previously 169.3 mm above it), and the bulkhead upper edge about 12.7 mm above it. These are differences between estimated source coordinates, not measurements or clearances on the car. Lower-screen/leg intersections remain in the source contact register. A separate estimated rear dash-top now supplies two demister slots and four fixing passages through the fascia padding. Compressed seals, fitted hole maps, hidden attachment and the heater supply remain unresolved. See the outlet construction and its limits.
The shroud remains fixed in the viewer. Selectable corner pieces are architecture references; their separate selection does not establish detachable ownership. No verified welded-panel replacement, motor access, wheelbox withdrawal, wiper sweep, glass support or fitted removal path is established. The next registration priority is the cabin-height/bonnet-crown relationship, using existing photos and documentary references before accepting a closed body envelope.
A shorter connected front clip
The prior front/rear bumper envelopes spanned 3750.733 mm. Factory AKM4071/B general dimensions, p. 14, gives 11 ft 9 in, which converts to 3581.4 mm. The adjacent printed metric value is 3.36 m and conflicts with that imperial entry. The Moss GAN6 specification also lists 11 ft 9 in. The imperial conversion is the selected nominal comparison; neither entry measures this car.
The current reference allocates the entire 169.333 mm drawing excess to the front. The rear bumper/body, axle centers, wheelbase, engine/cowl and aft bonnet hinge/stay stations stay. This allocation is an estimate supported qualitatively by the existing side photo, not a factory overhang specification. No whole-car scale change or fitted body survey is implied.
The bonnet skin/formed side and front rails, wing contours, nose/upper return, lamp poses, landing panel, latch/safety openings, forward buffers/cable bends, bumper and its support beams now follow the shorter construction. Panel stations remain fixed through body Z0.835, then shorten smoothly forward. Detailed lamps and bumper hardware translate while retaining their dimensions; body beams shorten from their existing rear feet. The two wheel-opening Y/Z cuts and wheelhouse access openings stay. Forward wheelhouse ends shorten after the retained access-end region, and their upper closing faces follow the revised wing/bonnet profile. The owner-pump receiver stays at its previous drawing axis.
Body front/rear allocation, profiles, panel gauges, contours, mounting maps and all surrounding registration remain estimated. Source overlaps remain at landing/wheelhouse and lamp/bonnet comparisons, including small bowl/bonnet contacts. These are source reconstruction discrepancies, not observed interference on the car. The selected six-part roof sample has no bonnet contact; it does not establish full engine-bay, hot, moving or removal clearance. The unchanged virtual bonnet pivot and opening angle remain illustrative, with no verified catch release, hinge linkage, support state or withdrawal path.
Validation covers 60 valid native groups, 30 lamp/bumper groups retaining rigid dimensions, open wheel passages and the retained pump receiver, and displayed mesh volumes within 1% of their STEP references. The drawing moulding extremes span 3581.4 mm. These checks verify the construction and its display, not actual-car fit or a panel-repair template.
Compare the whole car with IMG_6329
The comparison below uses the existing owner side photograph, the previous model and the shorter-front model rendered from the same approximate wheel-derived camera. It preserves the published nominal axle datums and current drawing offsets. The bright trim radius is fitted independently; it is not treated as the nominal 13-inch bead seat. The camera and axle datums are unchanged between the two model renders. The front-only length allocation is described above; it is not a calibrated photo survey.
The projected marker center is now about 24 pixels farther forward and 10 pixels lower than the manually sampled owner-photo center, compared with about 88/15 pixels before the connected front-clip revision. It remained excluded from the numerical camera fit. The photo also qualitatively informed the front-only allocation, so this improvement is conditional corroboration, not an independent validation of fitted dimensions. Rear-opening and screen/corner contours also disagree visually. People obscure part of the doorway and rear opening; those hidden boundaries are not sampled.
Manual wheel-boundary samples, nominal tracks, estimated trim/cap offsets, centered principal point, square pixels, a common trim radius and straight wheel planes are assumptions. Spindle-coordinate residual RMS is about 7.5 pixels; lens distortion, steering, suspension load and fitted wheel offsets are unresolved. Screen width/rake cannot be accepted from this single view. Small wheel residuals would not independently validate the body, hidden mounts, engine/body registration or replacement clearances.
The next substantial registration priority is the engine/clutch/bellhousing and body-mount relationship, using existing owner evidence and factory references. Current body proportions and screen/corner registration also remain provisional. Keep surrounding panels and support relationships together when revising them. The comparison does not establish a replacement procedure or removal path.
Closed native rear-quarter geometry
The large welded rear-quarter skins now exist as two connected native CAD solids. The prior viewer-only surfaces are replaced after the full source loads. Their outer shoulder uses the same conditional IMG_6329 profile and camera; lower/front stations, camber and square-topped wheel openings stay. The change adds estimated inward upper returns and B-post returns for inspecting the surrounding body relationships.
The 1.2 mm projected-X skin offset is inherited from the reference model; it is not a measured normal steel gauge. Upper-return width is an estimated 20 mm. The B-post return follows the inherited 0.68-unit inner boundary. Neither return is a surveyed pressing, flange dimension, weld seam or load-bearing joint. Right/left symmetry remains assumed. The manufacturer’s rubber-bumper wing architecture supplies component context, not fitted CZJ590/591 identity.
The native top-edge projection stays about 3.04 pixels from the held-out photo point under the unchanged conditional camera. That preserves the prior image agreement; converting the construction to CAD does not add fitted dimensional accuracy. The existing arch-edge mesh data is unchanged, and the two coarse skins remain if the source cannot load.
Selected native wheelhouse and lamp comparisons find a 1.459 mm³ overlap with each unloaded lamp body-gasket reference. This is recorded without cutting receiver holes or moving the lamp. Other checked wheelhouse/base pairs have no positive volume in this sample. These results do not prove fitted seams, gasket seating, clearance or mounting. Deck, floor, body posts, tank, lid, lamps and wheelhouse sources remain independent references.
Native rear shroud and closing walls now complement the quarters in the same reference frame. Their contact audit records estimated body joints and unresolved lid, filler and lamp relationships.
Manufacturer architecture comparisons
British Motor Heritage’s skin-panel drawing and lists distinguish rubber-bumper rear wings, A/B posts, outer sills, doors/skins and front wings. Its replacement door description excludes the North American side-impact bar; this model does not reconstruct or identify the fitted bar. The rear-body list separately identifies inner/outer wheelarch assemblies and wheelarch-to-floor reinforcements. Those lists establish component boundaries, not this car’s dimensions or fitted part identities.
Body and power-unit registration
The nominal wheelbase, tracks and wheel/rim datums remain unchanged. The maintained engine and bay sources keep their original metric meshes and previous estimated placement. IMG_6329/6341 hide the engine/body mounting datums; existing bay photos provide context without a calibrated common datum survey. This batch improves visible body architecture but does not solve the fitted engine-to-body transform, mount alignment, bonnet clearance or extraction room.
General separation moves the door skins and raised-glass groups away while the welded shell, posts, sills and wheelhouses stay fixed. Select them individually to inspect the aperture and surrounding obstacles. The display does not establish hinge adjustment, latch setting, glass removal, body bracing, welded repair order, safe support or a verified panel-removal path.
Before correction: the upper-front mismatch
This diagnostic records the geometry before the revision below. Its source hashes and camera results are retained as historical evidence.
The original IMG_6329, IMG_6855 and IMG_6856 HEIC files were reconciled with their existing website images. All three report a 24 mm equivalent focal length and a 5712 × 4284 capture. This supplies a useful camera constraint, but does not establish the principal point, crop, residual lens correction or any fitted body dimension.
The far upper-front-body samples have vertical RMS differences of 45.97 pixels under the retained camera and 30.09 pixels under the EXIF sensitivity branch. Both projections remain above the owner samples, by about 15–58 pixels across the two branches. Wheel-center RMS remains about 7.5 pixels. These results identify the longitudinal upper profile as a substantial reconstruction priority; they do not prove the actual panel heights, lens calibration or correspondence of every visible contour.
A uniform height-only diagnostic prefers different corrections under the two camera hypotheses and still leaves residuals. Those probes are stored in the evidence file and are not applied to the model. A coherent correction must address bonnet, wings, scuttle, hinges and closing interfaces together. Moving the whole body or powertrain to improve one photograph would not establish fitted mounting.
Why the engine-bay camera does not yet locate the engine
Fitting the current source-cover upper landmarks and lip together gives about 27.43 pixels radial RMS at the upper landmarks and 16.19 pixels at the sampled lip. Fitting the lip while withholding the upper landmarks gives a 2.04-pixel lip residual, but an 89.84-pixel upper-landmark residual. The source cover footprint, height, cap and fastener stations are estimates; photo picking, obscured edges and camera assumptions also contribute. A close outline fit alone cannot validate the component geometry or a common engine/body pose.
This audit changes no native geometry, accepted dimension, fitted identity or engine/body transform. It uses the already supplied captures and requests no repeat photos. The next substantial modeling priority is the coordinated upper front-body profile, while cover datums and common engine/body mounting remain unresolved.
A lower, coordinated front profile
The bonnet and its inner frame, both upper wings, forward scuttle corners and wheelhouse closing faces now share a gentler longitudinal contour. The maximum middle-section reduction is 84.7 mm in the reference model, tapering to zero at the retained rear and nose stations. This is an owner-photo-led construction estimate, not an owner measurement or factory panel dimension.
The same manually sampled owner outline improves from 45.97 to 24.41 pixels vertical RMS under the retained wheel camera, and from 30.09 to 10.06 pixels under the EXIF-focal sensitivity camera. Neither camera was refitted to the new shape. Those conditional comparisons support correcting the previous high contour; they do not establish calibrated dimensions or fitted panel registration.
What stayed fixed
The engine/body placement, nominal axle and wheel references, rear body, headlamp axes, wiper and screen datums, hinge pivots and link lengths remain unchanged. The bonnet framework and carried fixing heights follow the new surface. Upper wheelhouse panels blend the correction above the retained wheel-opening roof datum; wheel and lower access openings stay. The pump follows its shared ledge fixing axis as a rigid assembly. The untraced local hose and red battery-loop construction curves are revised without changing their retained endpoints or diameters.
What this helps rehearse
Opening the bonnet exposes the revised overhead skin and framework together with the bay-side obstacles. Select the bonnet, wings, wheelhouse, pump and local hoses to inspect their relationships. Separation remains illustrative: fitted mounting, full foot seating on the estimated ledge, safe support, operating sweep and replacement extraction paths are unverified. Current wing/closing-sheet source overlaps remain explicitly recorded, rather than treated as surveyed seams.
The next substantial priority is the remaining front-body junctions and their engine-bay obstacles, checked against the other supplied views. The common body/power-unit mounting frame remains unresolved.
The apron between screen and bonnet
IMG_6329 shows a broad painted apron carrying three wipers ahead of the windscreen. The earlier model placed their row too far rearward and extended the bonnet over much of that area. The revised native shroud now spans to an estimated bonnet rear station Z 0.32 rather than 0.13 body units. Its center rolls toward the retained side corners and blends to the bonnet’s existing transverse/longitudinal surface at the new seam.
The wiper row moves forward 102.45 mm in the reference model; its X spacing, Y plane and spindle axes stay. The bonnet rear trims forward 160.87 mm. Its rear slotted reinforcement, hollow hinge lands and four fixing roles follow forward. Both complete hinge assemblies move by the same derived 160.87 mm forward and 18.55 mm downward displacement, preserving link lengths and pivot separations. These are construction changes, not owner measurements or a factory body-alignment map.
The motor stays at its old source pose. Revised casing routes meet the relocated wheelbox ports. Static arms now reach back to an estimated blade plane alongside the held windscreen instead of shifting the blades forward with the wheelboxes. A former guessed crossing/grommet is withdrawn from the feed route; the unchanged body aperture is now unassigned. No complete fitted route, live rack engagement, park angle or wiper sweep is verified.
Factory three-wheelbox and North American hinge roles remain distinct from other configurations. British Motor Heritage lists the rubber-bumper CZJ724 scuttle with North America modification required, and separate early/later bonnet comparisons. Neither source supplies the new fitted stations, sections or hinge/body receiver map.
Held surroundings and remaining gaps
Screen/frame, main door glass, rear dash top, side corners, wings, engine/body, lower bulkhead/footwells, wheels and front bonnet closure/stay remain at their prior source frames. Sampled apron/bonnet skin and bonnet/wiper-bezel contacts are zero. The sampled heater case/blower remain clear of the apron. Lower screen/frame-to-apron source contacts remain, including about 16,368 mm³ at the lower rail. Pillar feet, unloaded seals, body receivers and hinge support remain unregistered. This does not establish installed seams, strength, sealing or cold/hot clearances.
Open bonnet exposes the broader fixed apron and the revised rear framework. Five reference opening poses retain mathematical hinge closure; no supported-open condition, complete collision-free sweep, release sequence or verified withdrawal path is established. Do not infer detachable welded panels or repair/cutting instructions from selection or separation.
Wing, door and concealed pillar
The former wing ended 105.833 mm ahead of the unchanged door edge, exposing a broad pillar strip. IMG_6329 and IMG_6341 show a narrow wing/door seam and concealed reinforcement. Both wing skins now extend rearward by 100.833 mm to an estimated 5 mm longitudinal seam. The extension stops at the separate black sill strip. The existing skins forward of the old boundary, wheel openings, arch returns and markers remain.
The outer pillar sketch and inner channel now follow the retained body camber 12 mm inboard. This replaces the flat inner wall that projected outside the wing. The 12 mm inset is a construction choice, not a measured clearance. The hinge backing plane and all eight backing-hole axes remain. No hidden fastener, captive plate, weld seam or strength is established.
British Motor Heritage’s body drawing distinguishes the inner supporting structure from the exterior panels; it supplies no fitted dimensions. The photos support panel ownership and visible continuity, not the selected seam width, exact seam inclination or concealed pillar section. The left side mirrors the observed right-side relationship.
Workshop limit: the door still opens in its existing illustrative hinge motion. Neither the new seam nor static nonintersection establishes a collision-free sweep, hinge adjustment, wing release order or a verified replacement path. Common engine/body/suspension registration remains unresolved. The lower sill/footwell and upper scuttle receivers still need reconciliation.
Current whole-car comparison
This render includes the published lower-wing, seat/floor, window-regulator, gearbox, exhaust-hanger and front-frame revisions through 36b548c5. The two images use the existing wheel-derived camera hypothesis. No model parts were moved to make this comparison. Image coordinates and nominal axle references constrain the view; they do not survey the car.
The comparison makes the remaining work visible: cabin/glazing and rear soft-top proportions need further reconciliation, body seams remain approximate, and the installed engine/body frame is still unregistered. IMG_6341 shows a more exposed standing header than IMG_6329; these parked states must remain distinct. Reflections are not panel seams and occluded contours are not measured dimensions. The next geometry priority is the largest discrepancy supported across the existing views, rather than further hidden-detail refinement.