With the rear hydraulic system closed and bled of air, it was time to do the same with the front one.

It's the same kind of clutch arm and slave cylinder as on the rear gearbox.

Front hydraulic system also closed and bled of air now.

It's was now required to connect the plate to the clutch pedal, using a custom-made adjustable cable.

Et voila! Dual clutch and dual throttle controls sorted! Clutch is a bit heavy how, but we'll get used to it... :-)

However, later we had to modify it. There was no way the AFM could fit anymore, so the whole unit was moved to the back of the engine bay a bit.

At the same time we seperated the dual throttle control and repositioned it - this allowed for much better throttle operation. We'll probably re-engineer it later as well.

And this is another product of custom engineering, as at the time we couldn't find any T-switcher even remotely suitable. Can you guess what is it for yet?

Well, the idea is to be able to swith to a dummy rear slave cylinder, to get a much lighter clutch when using only the front engine. We haven't fitted it yet though.

In order to get the car potentially usable on the road, we decided to tackle the brakes next.

To begin with, copper pipes were installed and the rear brakes connected, with new pads and hoses installed in the process.

Then it was time to get the "trick bits" out, such as this Tilton brake bias (proportioning) lever...

...and also this hydraulic handbrake cylinder / assembly, as there's no more cables on the rear calipers.

Hydraulic handbrake cylinder fitted in place and connected to the handbrake lever.

The whole assembly will have to be reinforced later, as the floor is a bit filmsy there.

Tilton brake bias valve in place, positioned in a way that it allows for the passenger seat to be fitted later.