Wreck of the Week

My search for a wreck of the week brings up this week the hard cash that underpins a lot of the nostalgia boom we have seen recently:

http://www.dailymail.co.uk/news/article-2560739/Now-thats-fixer-upper-Wrecks-classic-cars-selling-MORE-new-models-prices-rusting-roof.html

“Barn Find” vehicles fetching equal to or more than fully restored vehicles; frenetic bidding over dusty relics; a craze for originality between buyers with infeasibly deep pockets.

This is a world that I can’t even tessellate with. The cars described would have been beyond my reach ten years ago and are beyond my reach today.

However, as we have seen with anything carrying a blue oval, the effects of this are not just confined to the rarefied heights of hedge manager salaries.

It has become (and looks likely to continue for a while to be) very difficult for a person of moderate to modest means to get involved in the classic car hobby.

However I remember a similar time in the 1980s where classic cars started to look a great investment. People bought crumbly wrecks gave them a cheap respray and flogged them for serious money.

Then there was a downturn: several people who bought cars as an “investment” got burned. The upside being that the guy who wanted to tinker in his shed got a look in once again.

We can hope that cars will start to return to sensible in the near future. However, sadly the keys to that E-Type I’ve always dreamed off are likely to remain in someone else’s hands in perpetuity.

“Rust in peace” searches this week bring me to this article https://www.thesun.co.uk/living/2092341/stunning-pictures-show-how-nature-has-reclaimed-cars-left-abandoned-across-europe/ featuring the work of Roman Robroek who loves to take pictures of abandoned cars. I took a chance that the name was unusual and believe that I have found the photography site that the article is about:

https://romanrobroek.nl/#transport

It is a fascinating site which causes me to regret the fact that I cannot operate a camera (even if given instructions designed for a five year old).

Some of the pictures are truly beautiful. In the case of the cars I do wonder where they are and if anyone will step up and try to save them.

Even better I have been in touch with Roman and he is happy for me to use some of his pictures in my blog. So I am very happy about that and grateful thanks to Roman. (The featured image in the blog this week is one of his).

This week’s YouTube video is a light hearted effort from Pathé set in Reading.

This shows a very different attitude in 1963 to today – cars having no value at all when they got to a certain age. As a result cars were dumped – quite literally anywhere that a person could find to dump them.

The announcer refers to the introduction of testing, which leads me to suspect that the MOT is not as venerable as I once thought.

It appears the MOT was introduced in 1960 so just 3 years prior to the film. A very large number of vehicles initially failed and so the requirements for testing were enhanced. (Presumably this was because the roads had many unsafe vehicles on them).

Initially cars older than 10 years were tested (many failed). In 1961 this became 7 years, in 1967 it became 3 years. Since then the requirements for the age of vehicles haven’t changed but the items being tested have increased with time.

The film takes a comedic approach which includes a very strange episode at the end involving explosives. This is more akin to something you might have seen a circus clown performing.

Many of the cars in the film would be very desirable today so it is sad to see that they were just discarded.

However the vehicles would have been merely 10 or so years old at that stage and 10 year old vehicles today have limited value. Little has changed.

I checked the example of LJ2393 (the smoking vehicle in the latter part of the film). It is not on the DVLA database. So it did not survive. No wonder that vehicles of this age are valued – precious few seem to have made it this far. The exploding vehicle has registration HH – TR645 which is an odd plate. Being the suspicious type I checked it. It is invalid and so almost certainly the vehicle isn’t a vehicle at all but merely a film prop.

This week I was sent details of some marvellous BBC sound effects which include some early car sounds and car-related sounds. http://bbcsfx.acropolis.org.uk/

This is listed as “Cars: 1.6 GL (Manual) 1982 model Ford Cortina. Exterior, tickover recorded near exhaust”. Which for anyone who is wondering what a car of the 1980s would sound like is pretty close to how I remember.

Ford Cortina 1982 Tickover Download audio

Back to Wreck of the Week proper and another ruster drawn from the nation’s favourite auction site.

https://www.ebay.co.uk/itm/192460868689?ul_noapp=true

This one struck my eye because it is just up the road from me and very close to where my partner is working currently.

I say is, however the listing has been ended because the vehicle is “no longer available” so we have to assume it found a buyer, eager or otherwise.

 

Originally listed at £2,300.00 sadly there is no automotive equivalent of the land registry to determine what it actually made in the end. (Even if there was – the absence of any registration details makes such a search impossible).

We’re treated to 5, yup 5 gleaming pictures of marvelousness to sate our nostalgia demons. The text doesn’t do much more to convey anything:

“1966 FORD MUSTANG

SOLID SHELL

WHAT YOU SEE IS WHAT YOU GET

THERE IS NO PAPERWORK WITH THIS CAR

I CAN DELIVER FOR £1.50 PER MILE

CAR LOCATED NEAR ROYSTON HERFORDSHIRE

CASH ON COLLECTION

PLEASE NOTE THE ANGLIA AND FAST BACK ARE NOT FOR SALE”

I’ve left the shouty text in place this time to convey the full-on nature of modern auction site listings. If someone was speaking like this I would rather be at the other end of a very long room.

Now Royston is a big place but for those not of the United Kingdom (or maybe those of its further flung elements of this nation) here is the approximate location of said vehicle:

So what are we getting in this “What you see is what you get” auction.

Shame it is not for sale that Anglia looks much more my cup of tea to be honest. I can’t see enough of the vehicle beyond it to make out what it is, but what a marvellous place with all these pieces of automotive history lined up just ripe for the restorer to feast his eyes upon.

In any case from the text we can ascertain that the car for sale is in the foreground, none of those in the background are so hands off sonny.

All we know about it is that it is 1966. There are no registration details and given there is no paperwork it is easily feasible that the car was never registered in the UK – we’ve covered the niceties of the NOVA system before.

However some comments on the impact where you have no documentation at all are here:

http://www.nsra.org.uk/newforum/showthread.php?61208-NEW-IMPORTATION-RULES-NOVA-(Notification-of-Vehicle-Arrivals)

Put it this way I am not certain I would want to wind my way through the various departments to satisfy them that the vehicle has been properly imported and that all relevant taxes have been paid. It is not clear what happens if you don’t satisfy them but an unregistered car is without value (unless you want to limit it to the race track) and unpaid tax can become an expensive problem…

So apart from the soft-porn focusing (we’re kind of used to that now I think ) what have we. No engine, no gearbox, no front wings, no ancilliaries, no suspension, little or no braking system, no front panels. In fact it appears more like the before in a banger race.

As it stands though what can be seen does not look excessively rusty. So it is possible that this could be used to reshell a car that was completely gone bodywise but had most of the parts.

Unlike a previous Wreck of the Week featuring a Mustang this one has a windscreen and so perhaps there is some hope for the interior.

To be fair, if you’ve been following Wreck of the Week for any period of time then you will have seen much rustier prospects but potentially not cars that have less included with them. (Even the windscreen wipers are absent from this one).

What surprises me from the pictures is that you can fit a stonking V8 between those suspension turrets but scale is something that photographs may not convey well.

Ok, the interior is not quite (but almost) a pond. Heavy moss growth indicates that starting on the car now before it gets much worse is probably an astute plan. The algae covered item may well be the front offside wing although there is no sign of the normal use of car-as-shed approach. This means that there doesn’t appear to be the usual smorgasbord of spares that some of these adverts entice us with.

Not a particularly easy view of much of the interior but apart from the previously noted no gearbox problem, there are no carpets, no seats, no dashboard, a steering wheel which is missing some parts.

On the upside it does look relatively intact metalwise – not much call for Joe le welder here. (Those fans of the welding art form can groan now).

I’m unclear why the rear footwell is a storage vessel for odd fastenings – perhaps it had visions of becoming a shed and never got that far.

Perhaps a better focused version of one we’ve seen before. So no clues about the rear, the boot area, the underside (other than what we can glean from the interior shot), the rear wheelarches – other glass in the car and so on and so fifth.

Well that’s it, no more images to enthral us.

So necessarily a brief one this week. You’ll have to go and do some real work now.

Next week lets hope someone who was a true David Bailey. Preferably one with laryngitis of the advertising text as well.

 

If you took this one home please let us know what you did with her, it would be fascinating to discover what kind of future she has..

 

 

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Image source Roman Robroek http://www.romanrobroek.nl

 

Credit to the property website from which the original idea (for Wreck of the Week) came:

http://www.wreckoftheweek.co.uk/

(Whilst that site looks at crumbly ruins this one looks at crumbly panels).

 

Car Ownership Guide

An idea which might appeal to owners of cars out there if you have a car which you are interested in and are knowledgeable about then I am happy to write an article about it and post it on this blog.

The work for you is that (unless you are located very close to me) I will need you to answer a questionnaire (and possibly some follow-on questions) and I will need you to have reasonable ability with a digital camera – the blog is going to need pictures as well.

Although I compiled the following article from an interview in the old fashioned – turn up ask questions – manner. It seems feasible that I could compile a questionnaire from this which I could despatch to whoever was interested.

I am hoping that the idea has appeal and will encourage people to submit cars. If you are reading this blog and you’re aware of someone else who will fit the bill by all means pass along details so that they can profit from it.

A considerable number of years ago, when it was easier to dream, I had in mind that I would like to write for a classic car magazine. At that time one of the magazines was featuring a “Best of the Web” article. I was working in IT and loved old cars and so this suited me well.

For a short while I researched and wrote these articles and fitted it in around the day job.

Sadly there was a change at the magazine and it was determined (probably correctly) that the “Best of the Web” article was as boring as a lengthy parliamentary speech. So it was pulled.

A person less given to dreaming would probably have seen the writing on the wall. I hadn’t yet let go of that writing dream however and so I tried to come up with some ideas of articles that I could do.

I was approaching the very limits of expertise. I had no background in engineering or in journalism but I wasn’t going to let this stop me.

I realised that once in a while a very knowledgeable person drawn from a classic car club would lay out what it was like to own a specific kind of car. Such accounts were no doubt rose-tinted and that suited my somewhat romantically idealised view of ancient machines.

So I set about contacting owners clubs but I was aware that I could not use the cachet of any magazine’s name as strictly speaking I didn’t work for any of them.

Unsurprisingly for a very long time I didn’t get any takers.

Eventually however I had a response from Tom Lucas who was the owner of a Lomax. For those uninitiated to this car it is a vehicle that you could assemble yourself based upon a 2CV.

It turns out that I had been very lucky to find Tom. Not only was he knowledgeable and keen, he was also willing to help someone who quite obviously was no journalist.

I have subsequently discovered that Tom Lucas (surely the same man) published a book called “Lomax the First Ten Years” bookfinder.

The car YSU191 has also been the recipient of prizes.

It is also apparently still taxed and MOTd to this date according to the DVLA.

Tom, if you are reading this, thank-you for your help.

I returned to the magazine in the hope of a new venture but it turned out I was not as good at this writing business as I had hoped. There was certainly no suggestion of the article being used.

As a result I am free to use the article on this blog all these years later and hopefully Tom will get to see it here.

This was the article:

 

Ownership Guide

Engine

This is usually removed from a 2CV, the engine can be taken from an Ami 8, Dyane or from the rarer Ami Super.

Most Lomax are built with a standard 602cc 2CV, Dyane or Ami 8 engine (these are essentially the same being an air-cooled flat twin of 30 BHP).

The older 435cc engine (not found in donor cars after the 1970s) will fit but is rarely used.

Useful power improvements can be obtained by fitting the Ami Super engine (1015cc). This is a flat-four air-cooled engine and requires the 4-speed gearbox from the same car.

Alternatively the later Citroen GS (1299cc) unit is a simple exchange.

The Citroen Visa power plant (652cc) provides a more complex challenge. This 38 BHP motor had electronic ignition requiring sensors on the gearbox bell housing which do not easily fit the 2CV. One method in use is to utilise motorcycle electronic ignition from a BMW on the front of the engine.

Officially any 2CV engine from 1985 will run on unleaded; however engines from the 1960s are currently running on unleaded without detrimental effects.

The exception is the Visa 9 ½:1 compression engine, which requires super-unleaded.

The standard engine is “bullet proof,” even modified engines tend to have a standard bottom-end, as it is very tough.

Valve and seats are very hard and recession tends not to be a problem. Valve clearances are checked then checked again after the first 6000 miles. If no recession is detectable no further checks are necessary.

Oil Changes

It is worthwhile doing regular oil changes at 3000 miles – maintaining this interval gives increased engine life expectancy of 150,000 miles with 300,000 miles a possibility.

10/40 oil is recommended for the 2CV but the Lomax has different requirements due to the absence of the cooling fan from the front of the engine. This means that the engine runs hotter than in the 2CV a 20/50 oil should therefore be used.

Use of synthetic (or semi-synthetic) oil is not required.

The oil filter should be changed at the same time as the oil. This is easily accessible as the bonnet can be removed in one piece. It is therefore considerably easier to access than in the 2CV donor.

Parts are available from ECAS (Eastwood Continental AutoSpares) of Stafford (01785) 282882.

Carburettor

The standard 2CV is fitted with a single carburettor positioned in the middle of the engine over the crankcase (a downdraft Solex).

This requires a long manifold to each cylinder.

Post 1982 2CVs, Dyanes and Amis were fitted with a twin choke version – this yields 2-3 BHP extra.

A common modification is to fit 2 motorbike carbs on short manifolds (for example the flat slide Dellortos from a Moto Guzzi). This modification yields significant performance advantages.

Ignition

There is no standard distributor; instead there is a points box rather like that on a motorcycle engine.

This has a 2-lobe cam producing a spark to both cylinders at every engine revolution via a double-ended coil.

The cylinder that is on the compression stroke is able to use the spark to fire. The cylinder on the exhaust stroke gets a ‘wasted spark’.

Modifications include electronic ignition kits from Lumenition – this replaces the points and box lid with a sensor (£115). An alternative “123” Dutch-made kit is available through ECAS. This replaces the point’s box and the advance/retard mechanism (£112).

Gearbox

All gearboxes fitted since the start of production are the same in that they are all 4 speed.

The internal ratios differ slightly, the Dyane having a slightly higher ratio in top gear.

The gearbox is behind the engine and drive is transmitted via drive shafts incorporating disc or drum brakes.

The low weight of the Lomax and its relatively small frontal area (compared to the 2CV) make the gearing a handicap.

Top gear limits performance to around 80mph, as higher speeds would cause the engine to rev excessively (no taller final-drive ratios are available).

Gearbox rebuilds are very rarely required, as they are very durable. For instance large, quality, bearings were used in the gearbox manufacture. Regular gearbox oil changes at 12,000-mile intervals are recommended to prolong gearbox life. Reconditioned gearboxes are available from ECAS (£220).

Brakes

The brakes are inboard – either drums or discs dependent upon the age of the donor (cars prior to 1982 having drum brakes). Changing pads is easy; changing shoes requires removal of the driveshaft first.

Drum braked cars tend to have a more effective hand brake as the disk-braked cars have separate (small) pads for the handbrake. The lightweight of the Lomax however, means that this handbrake system is still adequate in disk-braked cars.

No flexible brake pipes are employed. The solid brake pipes are coiled to take up any suspension movement. Despite this unusual arrangement no brake pipe fractures take place.

The gearbox from a Citroen GS comes with 11” disc brakes which would seem a useful modification. However, the Lomax is already significantly lighter than the donor car so no changes to the brakes are necessary.

Later Citroens with disc brakes do not use standard brake fluid but LHM mineral oil. The seals on these cars are a different material to those on drum-braked models (which use standard brake fluid). This means that the correct fluid must be used. In addition when replacing the rear-wheel brake cylinder it is critical to select the right one (the LHM version is painted green).

Rust

The body of the Lomax is GRP and hence does not suffer from rust problems; however the chassis is of steel and from the donor car.

Earlier cars had better chassis (those built in the late 1960s) particularly the Ami – these are therefore better donors.

The chassis from an Ami Super is a good choice as it is made from 1.2mm steel. The 2CV chassis is made from 0.8mm steel.

Cars manufactured between 1987 and 1990 tend to be more prone to rust and should be avoided.

Alternatives include a galvanised square section tubular steel chassis produced by The Lomax Motor Company.

Alternatively ECAS sell a galvanised replacement 2CV chassis for £430.

Preservation of the chassis when constructing the car is recommended. To do this, prop the framework against a wall so that it is close to vertical. Pour in Waxoyl from the top and allow it to drain through.

The exhausts rot out regularly due to the small engine and long exhaust, the rear of which remains relatively cool even with prolonged use. This means that acids tend to condense causing deterioration of the back box.

It is common to use a motorcycle silencer on the Lomax, but in this application a stainless one is recommended.

Body

The body is all GRP and the floor is of plywood.

The GRP gelcoat is a popular finish to leave the car in when first assembled.

The colours available include British Racing Green, Pillar-Box Red and Anchusia Blue.

However the finish tends to fade in UV light (i.e. in the sun) dark shades particularly becoming unattractive after a number of years. The car can then be sprayed conventionally to disguise this.

Crazing of the GRP can occur at stress points over extended periods of time. Replacement panels are available or if the body tub is affected it is cheaper to grind away the gelcoat and fill with fibreglass resin.

Suspension

Most Lomax cars are assembled using the 3-wheeler format– this entails removal of one of the rear suspension arms. The remaining arm is modified at the Lomax factory allowing it to be turned through 1800 to be inboard of the rear chassis arm (which is removed).

The suspension is totally derived from the 2CV with horizontal canisters containing the road springs.

The kingpins tend to wear if they are not greased at 500-mile intervals. To replace these, the driveshafts have to be removed and the bushes replaced with a press or a sledgehammer and a drift can be employed for similar results. After 2 or 3 sets of kingpins have been fitted the arm is too worn to accept another set and must be replaced (£95).

The suspension arms turn on taper-roller bearings which can show signs of wear at 100,000 miles (£24.50 each – 2 of per unit) – they are sealed for life so once fitted need no maintenance.

Genuine Citroen telescopic shock absorbers are required (£65) as they are designed to work on their side – conventional shock absorbers would wear out very swiftly if employed.

The Lomax suspension is lowered when compared with the donor 2CV. The suspension arms have tie rods, which are threaded. Releasing these rods a few threads lowers the suspension. This increases the kingpin castor angle improving the self-centring of the steering with a slight increase in kingpin wear as a penalty.

The lowered suspension can “bottom-out” and so modifications have been developed to use both suspension canisters.

Lomax has chosen to use a “rear anti-roll bar.” An alternative is to use the arrangement originally designed for a competing kit car (the Falcon). A front anti-roll bar on the three-wheeler is a requirement to prevent the car banking hard into corners.

The anti-roll bar from a Citroen Ami 8 or Ami Super can be used to make cornering safer (these are now scarce). The Lomax Motor Company now manufactures its own version. Alternatives are available from other kit-car manufacturers e.g. Black Jack in Helston.

Performance Improvements

The air filter is a bulky item which can be improved with a low restriction type, such as that manufactured by K&N.

Removing the front cooling fan and ducting is good for 2 BHP.

Carburettor improvements include use of the later twin-choke version (2-3 BHP over the standard item) or use of twin motorcycle carbs.

Performance cams are now available due to the popularity of 2CV racing.

Modifications include boring out a standard 2CV engine to fit a Citroen Visa piston – this raises capacity to 650cc whilst retaining the same stroke as the 602cc. The downside is that the cylinder side wall is made very thin by this modification and the engine can seize whilst running in.

Swapping the 602cc engine for the 650cc engine from the Citroen Visa is workable (the camshaft in the Visa engine is “hotter” than standard) but this is not an easy modification.

Driving

3 wheeled driving is a very different experience. The car has a sports car stance being close to the ground and alighting requires climbing down into the seats.

The suspension retains the donor’s ability to soak up potholes – only finding difficulty with the taller “sleeping policemen”. If the rear wheel hits a diesel patch or wet manhole cover then the rear can step out, but will swiftly regain traction.

The insurance is very low due to the small engine size.

There is lots of capacity in the boot for shopping or even continental touring.

The car is relatively safe in accidents due to built-in weak points in the Citroen chassis– a built in “crumple-zone”. These fold in the event of accident protecting the cockpit from serious damage.

The performance is better than the 2CV donor with good acceleration and 80mph normal. It will cruise at 70mph easily.

It is equally manoeuvrable handling twisty back roads faster than a number of conventional vehicles.

The controls are conventional apart from the gear change pattern where 1st is opposite reverse. The handbrake is an umbrella version (from 2CV donor) although some builders have opted for a more conventional handbrake layout.

 

 

With thanks to Tom Lucas for advice and information. Tom is the author of “Lomax the First Ten Years” (£10 from most bookstores).

 

 

 

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Wreck of the Week

This week’s Wreck of the Week pulls up an article on the loss of an old friend.

https://www.telegraph.co.uk/news/2017/07/11/land-rover-emerges-cornish-beach-30-years-sinking/

Ronnie Hanney drove his family onto the sands at Gwithian Towans Beach Cornwall on January 13th 1990. Completely misjudging the nature of the sands he was unable to extract the vehicle and was forced to leave it as the tide returned. The vehicle was said to be 22 years old at the time (so 1968). It was buried roof down in the sand and remains so to this day only the chassis re-emerging at intervals.

Please someone go extricate it and get it back to roadworthiness. (Mr Hanney is no longer with us and so is unlikely to be doing the work himself.)

My continual searches for new “rust in peace” items brings me once again to Ireland (Ireland was the location of the video in the last rust in peace).

This time a forum with several pictures of cars left to rust away. Despite enquiries no one seemed to be aware where any of the cars actually were. Rather like the YouTube videos that we’ve been watching no chance at all of dragging them out of a hedge and rebuilding them.

Talking of YouTube videos:

This is not the world’s greatest collection and very oddly arranged a very sorry sight indeed. The Americans do seem to be doing this kind of stuff in greater volume than anyone else as far as I can tell. This time there is barely a spare part worth saving as far as I can see. Mostly they are ghosts of former cars just two steps away from compost.

It’s very sad, especially as some of them look like such interesting vehicles.

This week I was sent an article on classic nostalgia abroad. This was obviously something to tempt me to use a travel company’s services. However to me it is fantastic to discover that all around the world people are in love with their cars. Long may that remain the case.

And so to the main subject of this week’s Wreck of the Week.

https://www.ebay.co.uk/itm/302635020119

I’ve no idea what it sold for, it’s concluding label being “This listing was ended by the seller because the item is no longer available”. I take it that the car was listed elsewhere and someone made an offer that couldn’t be refused.

The text states: “Morris Minor

All glass

Gear box

Back axle

Lots of parts on the shell

Comes with v5

Good back wings

For more info call me on

07766542098

Can assist with loading”

In the (now standard for auction site listings) shouty text – I’ve muted it to save your ears.

It was located in Hereford but that’s a large place and there are no other details for me to give you a better map of location than this:

As a classified ad there is no bid history and so no clues as to the keenness of people to have an ingot of automotive history.

(It was originally listed at £250.00).

As far as I can tell it looks good only for parts – and a lot of those were missing. Let’s have a look at her to see what I mean.

There’s a measly 5 images with this listing I’m afraid which is little for us barn-find adherents to hold onto.

So the now standard – (probably has an ISO number) approach to car listings:

1) missing paint – tick,

2) interior used as a shed – tick

3) items resting on roof – tick.

On the face of it much of the car is sat inside it, if you were looking to perform a restoration then you would want some kind of assurances that all – or at least most of the parts were there.

As someone remarked on a classic car programme recently – “all of the parts are never there”.

As you will see later, this shot is beautifully framed and does not in any way prepare you for the quantity of work that is inevitably going to be required.

And now it becomes plain, what there is of the car does not look that bad. The downside being that you only have half of the car.

Given the inner wing on the driver’s side has been sawn off – getting it true and level to the original specification is going to be work taking not a little skill.

Whoever bought it must have felt themselves equal to the challenge. More likely though the buyer had a Morris Minor in better shape but requiring a few parts that this one could supply.

So front end rebuild, new inner wing, valance, outer wings, bonnet, engine, headlights, engine ancillaries and no doubt a whole gamut of items I haven’t given thought to. Sheesh.

Still as we have seen on a previous Wreck of the Week the value of these Morris’s is down in the weeds and it is a brave person who will take one on. The cost of restoring will soon gobble through any differential between its price and the price of buying a good one.

I suppose that there are less outcries of “sacrilege” should someone wish to improve the performance with an engine swap; update the brakes or install a supercharger for example.

I’m rather in favour of people being able to make their cars just how they want them, so maybe the low price of entry is a passport and not a barrier.

I recently met a man who had restored a MKI Escort and sold it to pay for his daughter’s path through university. Another man spent hours of his life restoring a Capri and then sold it – to the shock of his friends.

Whilst the high price of the blue badge ensures that many more are recovered. It also ensures that several people are unable to get a historic Ford due to the high cost of entry now.

And some who have cherished cars find that they now need to sell them to fund other life events because there is now so much money tied up in them. It’s like the story of the elderly people who now have to sell their house (even if to an equity release scheme) because the one thing of value they have left is their house.

Perhaps Morris will become the unsung heroes of the classic world, cars the average man can still buy, tinker with, modify, and ultimately sell without the kind of fear that wallet-breaking prices can engender.

Looking at this I have a sense that whoever bought it might have wanted spares. There are a fair number of spares in that car, including the odd panel; it probably means that this one is not going to see the highway again.

In many ways if it had not been laid about with the plasma cutter it might have been rescuable. There have been some shocking cars we’ve seen in Wreck of the Week which optimistic sellers believe are recoverable.

Assuming that belief is sound – with only a little more attached steel someone might have made a go of this one.

Perhaps someone finished cutting the front off this one and made an interesting trailer of it. (Others have done this before  http://www.mmoc.org.uk/Messageboard/viewtopic.php?t=29444&start=15)

Well at least the claims that the rear wings are in good condition seems to be a valid one. Makes me wonder why it is chopped about so much; another Minor in need of those bits that have been excised maybe?

Well if you bought this car please share what it is that you intend to do with her.

 

 

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Credit to the property website from which the original idea (for Wreck of the Week) came:

http://www.wreckoftheweek.co.uk/

(What that site is to buildings this site is to Bonnets).

Wreck of the Week

This week expansion of the “wreck of the week” concept to embrace the whole world continues with the United States.

http://www.oldcarsweekly.com/features/smashed_dashes_and_crumpled_fenders. A site which uses the term “wreck” to mean involved in a body-altering accident. It shows how many uses the term can be put to. Some of the cars here are a mystery to me, not having my nostalgia from the correct side of the Atlantic. However my more general sense of sadness at the loss of something once great is certainly called into ascendancy by this site.

This week I found a “rust in peace” in Ireland. It is also a YouTube Video so kills two birds with one stone.

Instantly I must apologise for the dire soundtrack and that the guy filming it was trying to catch a bus at the same time. If I were you I’d mute it before clicking on it. I haven’t found a way of playing videos at a slower speed though.  Any technical person’s amongst you who have solved that let me know.

Yet again no idea where any of these cars are and so we must assume lost forever.

I notice that some images in that video are suspiciously similar to one another. I think some vehicles feature more than once. Hey he put something interesting on YouTube so who am I to criticise.

The Wreck of the Week for this week sold at a price that is within my reach. But given its condition it was going to cost a great deal more by the time it was restored. My partner thinks it needed a miracle. Perhaps not quite but some serious hard work certainly.

Of course the value reflects the fact that it has a blue oval on the nose.

https://www.ebay.co.uk/itm/192451887410

It excited a mass of interest with 27 bids from no less than 13 bidders. People really wanted this car.

The seller was located here:

But the listing states the car location is in West Bromwich B70 which is here:

But is such a massive area you might as well say it’s in Somerset.

It was an interesting car not only imported but actually left hand drive.

Usually I anticipate that people import cars because the cars have spent their life in the blazing sun. Thereby barring a bit of faded paint they need very little work.

The seller (who we assume was open about its faults) lists the following as needing some attention:

“Shell needs a lot of work, sills and corner of the front floors. As it’s a 4 door it’s up for sale with no reserve still a good base to build something out of has all the running gear in place.”

Remarkably he also states that it “comes with a spare roof”.

Given a car stands upright and water falls from above, descending under gravity; normally the sills, floorpan and wheel arches lead in the rush to become one with nature. Once the roof has gone then really you’re dealing with merely compost and memories.

Thankfully it looks like the needed bits of paper have been considered already, unlike some we’ve seen. He states that “Imported, on the nova list, comes with all necessary paperwork to register, no import duties to pay.”

What we don’t have here is a story. As mentioned in previous wreck of the week articles the stories of a car’s history are in many ways its most appealing aspect. It went to Spain with a little old lady who took it drag racing at weekends, that sort of thing.

In fact we do not even know which country it was imported from. Given the need for a new roof I assume Atlantis.

Unhelpfully it is listed as 1966 (sellers please list the full first registration date). There is no visible number plate so I am guessing pretty nigh impossible to derive the full first registration date from any public sources.

I did not know that even though it is tax exempt you still need to apply for a  tax. But apparently if registered pre 1977 now there is tax to pay. This seems tempting until you recognise the incredible rate of attrition of cars that age. Finding a drivable one which is still affordable will be your first challenge.

Teeth grittingly he also lists it as MOT exempt. For my views on MOT exempt see a previous wreck of the week.

He states “Mot exempt from May so you’re able to register it as is and fix it up as you go along. You can even drive it and keep it on the street in this condition like a rat look beetle if you wish”. This sounds jaw-droppingly irresponsible (although I’m sure it sells cars). The car if subject to MOT would have to satisfy a number of safety checks before you can use it. Because it doesn’t need those checks, hey just drive it who’s going to notice?

57 demerits to the seller on that count alone.

So with a heavy sigh let’s have a look at her.

Firstly do not adjust your sets, the quality of the pictures really is of the “soft focus” variety. Given this is usually reserved for pictures of a quite different nature I assume it is not deliberate.

It looks like it has been stock car racing in which the emphasis was on lots of body contact. Where can we find a straight panel?

The LHS front wing looks beyond recovery, the door seems held in with straps, the glass (save the quarterlights) entirely absent.

The bonnet is making a break for freedom, the rear subjected to a bizarre origami experiment.

An odd chunk of metal seems to have been deliberately excised from the  RHS front wing with no obvious purpose other than to disfigure the car. The passenger side door (remember it is LHD) is attached with straps as well but at least superficially looks a useful panel.

The rear door seems to have been the loser in a door kicking competition. The door might be saveable, the wing doesn’t look like it.

From what we can see the headlining is waving the white flag. Given the presence of overriders I’d say the front bumper is inside the car.

Aha the need for a roof becomes plain, my goodness, what has been done to the poor thing. It’s possible it was rolled. Alternatively it’s been in some sunny scrapyard with another vehicle on top of it. Unearthed no doubt due to the escalating prices the Ford badge now attracts.

Even in this state it fetched £1,500.00 (roughly $2113 or €1724), which makes me wonder what on earth is a four door MK1 Cortina fetching now.

Ok here’s a similar one https://www.carandclassic.co.uk/car/C957714 currently at £31000 (roughly $43662 or €35632) pheweee.

Ok now it all makes sense.

Various parts seem stuffed inside (together with a lot of glass granules). However even with my really strong glasses I can’t tell you what they are. In this shot even the intact rear has suffered a big ding on the LHS . There are no rear lights and judging by the vacant hole in the rear no fuel tank either. It is possible the  LHS rear door is saveable however.

Not exactly well disposed with photographs this listing (not that it affected it selling apparently). This is the last photograph in the series. If you remember the  Cortina GT estate you will recall how shocking the state of the bulkhead was. Kudos to whoever bought this – the engine bay is in good condition and remarkably the  strut tops look intact.

Unsurprisingly the LHS front wing looks the worst.

I’m not certain if any of the mechanicals are saveable or how much is there, possibly a carb and a dizzy, parts of the brake system and a rad. However I think it safer to assume at the very least it’s going to need refurbishment and very likely replacement.

So we’re talking a guy (or gal) who is either to metal what Michelangelo was to marble or someone with very deep restoration pockets.

If you are that miracle worker ahem I mean purchaser let us know what you intend to do with her.

 

 

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Credit to the property website from which the original idea (for Wreck of the Week) came:

http://www.wreckoftheweek.co.uk/

(Unlike that site, which is about houses, this series of blogs is and will be all about automotive ancients).

 

Setting the Header Image

Images are widely available on the Internet. But most of them will be copyright which precludes the use of them by a cheapskate blogger.

When I started with my blog I found a range of cartoons that I liked and enquired about the use of them. I found that the use of a cartoon on the page would cost $25.

In itself this was not a huge fee. However I had at the time huge aspirations involving creating a great deal of content. Every one of those pages I would have liked to decorate with cartoon imagery. Had this vision come to pass by now the bill would extend into many hundreds of $.

This leaves choices ranging from royalty free images to photographs supplied by friends and family.

Of course if you are artistic (I am not) you could draw your own images. That’s assuming drawing does not detract from the blogging activity of course.

When I first selected 2016 as my blog theme I noticed that across the top of the main page was a header image. To me this was the picture that every visitor would see.

This means the image has to be appealing.

I spent rather too long browsing through old photographs to find an image that I liked.

(Mostly because I am to photography what a mouse is to weight training).

After some false starts I decided to use this image:

img_7990

If it wasn’t on a Procrastination pen related theme I reasoned that it appeared studious.

It is an image from inside the Porto bookstore https://www.livrarialello.pt/en/. This is reputedly the most beautiful bookstore in the world. (Worth a visit if you can stand the crowds).

As it has been more than a year I thought that I would now take a look at changing this image for something else.

I contacted a lady called Elaine Ku from a site called http://owl-ink.com/. She had some great pen-related images, notably this one:

Photo-Aug-28-5-09-22-PM

She helpfully said I could use the image as long as I credited her for doing so. Oh and her site is worth a visit by the way.

How you change the header:

To change the header you need to be in the “My Site” part of the blog in WordPress:

1

Under “Personalize” click the button “Customize” next to “Themes”.

This gives the following options:

2

Select “Header Image”

I decided that the header for Procrastination would look better rotated. So that the pens appeared horizontal not vertical:

Photo-Aug-28-5-09-22-PM-rotated
Image courtesy of Elaine Ku at http://owl-ink.com/

Under “Current Header” select “Add New Image”:

Choose something from the Media Library or choose “Upload Files”.

Elaine’s image is on my computer so I uploaded it from there:

3

Add relevant caption information (thanking Elaine in this case). Then click on “Select and Crop”.

Select the area of the image you want to use and you will then have a preview of what the new image will look like:

4

Now that I have more than one header I have the option to select “Randomize uploaded Headers”.
This means that visitors will see one of the 2 headers I have uploaded so far. I have plans to try this with more images when I can find any suitable.

Photo by kinkate from Pexels https://www.pexels.com/photo/brown-makeup-brushes-211342/