Atrification

Mon.21.04.08. There has been very little movement over the past week due to Chris being determinedly absorbed to finish his kitchen. I have been chasing the stainless steel nuts and bolts from Aidpak. Roy Summers informed me on Friday that he would assemble the complete order by today: he does, however, have a problem with the dome headed nuts that hold the windscreen mechanism to the bracket. I suspect these will have to be accessed via John at Life’s motors. Meanwhile, Michael of Premier Autotrim, has been visiting his relatives on ‘Mars’ over the past two weeks subsequently he has not been able to begin the panels and tunnels. But, more alarmingly, Richie has applied the first layers of stain on the dashboard and feels that instead of lifting the grain the timber has become dull and lifeless. Adding more stain would muddy the colour even more and would move the shade further away from the Mahogony of the steering wheel. He wants me to offer my opinion before he proceeds any more.   

Tues.22.04.08. An early visit to Richie’s workshop confirmed that the dashboard is really quite dark; consequently it has hidden much of the subtle features of the grain. But in natural light the nuances of the timber creeps through. The vividness of the French light, particularly in the south, should reveal even more of the qualities of the timber; add an appropriate level of fading after a hot summer and the colour could be perfectly aged. Unfortunately, the richness of the dash has out shone the, now apparent, insipid tone of the wooden rimmed steering wheel which being ‘lighter’ appears ‘weak’ against the other timber parts. Stripping the entire dash and other trim could be another option but it has been decided that if the tone of the steering wheel could be deepened and matched then the entire ensemble would be acceptable.

Fri.25.04.08. It has been a very quiet week with very little progress on the car. Roy Summers of Aidpak has been avoiding me all week but judging from the last conversation between us he possibly does not have many of the parts that I have requested: so I assume like many of the other bogus suppliers he has gone into hiding. Michael assures me that he is making progress with the remaining panels promising to have them completed by the end of next week. Again it is a question of how many monkeys will fly out of my ‘butt’ before this happens.

Delayed progress

                                         Burlington Diary April 2008

 Mon.14.04.08. I have returned from my French trip to find that Chris has spent very little time on the project: which is not really surprising considering that he has had greater demands from the ‘kitchen’. Nonetheless I shall kick start the show by making several phone calls to some of the providers; namely, Michael of Premier Auto trim, Aidpack for the illusive stainless nuts and bolts as well as Andy of Europa for the softer front springs.

The original stories regarding the darts game is on 07.10.07. But there has been a more recent development.

On Sunday 13.04.08 we were joined in the Oak by some of the Bowling Green locals: these were people we had met whilst we were in exile, until the Oak had been totally renovated. Stuart the token scouser, Big Paul the affable hulk, laughing Graham, peaceful Sarah, plus foulmouthed Sam, the tart with the heart from behind the bar, had congregated in the lounge. As to why they had decided to abandon the Bowlie for an afternoon of darts remains a mystery, but they were co-opted into either team to make up the healthy ‘eleven a side’ numbers. Foulmouthed Sam is probably the best barmaid in the Borough; she could have run the pub solely on her own such was her dexterity with multi-orders ably supported by a quickness of crude wit. Impatient customers were gratuitously shot down with rapid fiercely delivered verbal abuse, which flowed effortlessly from her charming lips. She could have had a job for life if she had not informed Tracy, the landlady, that she was, in her opinion, a ‘stupid fucker’. She had the tarts uniform of shoulder length bleached blond hair, pink lips, exposed, studded midriff assisted by a token minute denim skirt. Her reputation had preceded her down the lane as she has now been barred from every pub due to her intolerance of authority punctuated by the richness of her tongue. The Oak is her last chance saloon. Unfortunately she opened her first attempt from the ‘ocki’ with, “I’ve never played this fucking game before so don’t blame me if I miss the fucking board”. She was immediately called to order by Chris who reminded her that it was Sunday and that her team captain was in fact a preacher. “Sorry I didn’t fucking know” was her innocent response. The game had been enjoyable from the off as new blood meant that everyone, especially Chris, was slightly showing off to the new members. All the old banter was back; as competent throws were appreciated together with incompetent awful displays of hand to eye coordination. Slapper Sam stole the show as she unavoidably slipped in the odd expletive along with the occasional wink to Lewis who eventually began to notice her flirtatious behaviour, later, we believe, in the beer garden over the discarded barrels he gave her a good talking to between the legs.

Meanwhile, there had been a splinter group operating covertly in the ‘office’ corner. Their intention was a feeble attempt to undermine the afternoon’s proceedings by pitching up late, after the start time of the game. Salty had summoned the family into this treacherous unity claiming to offer belated support for Lowtie who having banished himself from the Bowlie sought refuge in the Milestone. Perhaps, and incorrectly, expecting others to follow he had fostered a degree of festering bitterness. As a result John, even after a return to the home ground, had given up his captaincy refusing to play. Salty had sniffed out this stand off, gathered up his clan in as a show of phoney solidarity, to purposely thin out the team members. But he had not expected ‘Ex’ Bowling Green regulars to claim the vacant places. His scheme had backfired, this may now result in the Saltettes and Danny Brennan out in the cold with the fresh young blood filling their place. Next week may prove vital if the new members stand fast.

The new toy that Doctor Dave had been twanging, over several hours, didn’t last the distance. Having been caught up in the late, drunken, heated and regular Chris versus Lowtie shouting match he vented his anger upon the pot rail by smashing his £19.00 Ukulele into matchwood. He does make his presence felt in very strange but notable ways. Naturally, the night continued into the early hours with the ‘Doc’ becoming extremely pertinent and relevant, Dave still singing, accompanied by his terminally broken instrument, Chris trying to remember why his argument with John became so heated. But, June had the last word; having been accidentally locked out at 2am walking the dog she eventually gained entry to promptly pour a pint over her husbands head informing him that he was a ‘fucking waste of space’. Everyone gathered their coat and left for home.

It has been a fine April

Fri.28.03.08. The remaining parts of the interior have been transported to Michael whose worry about covering the PVA was explained more clearly. Apparently the glue that he uses could react causing the surface to dissolve produces a treacly mess. But he is happy enough to give it a go so the parts will remain with him until he has finished in 6 days time. If that happens I shall gladly show my arse at the Pier head.

On Sunday I shall travel to Burgundy to work on Dave Greens house  for one week after which we shift to Tarascon, accompanied by Dave Brown, for some work on my own place.

Chris promises to have the Burlington up and running upon my return but somehow I doubt that. His kitchen project that has been 3 years in the making has eventually arrived. I suspect that he will be, rightfully preoccupied for the following two weeks. Nevertheless, the month has seen a tremendous amount of progress particularly with the striking visual appearance of the car. All that the basic lines offered two years ago has suddenly metamorphosed into a beautifully engineered object. We should certainly be proud of the achievement. The car has lasting value; it will be cherished, maintained rigorously, because it deserves to be.

April should see the completion.

Paddocks parts

Weds.26.03.08. The final dry run of the interior panels has been completed. There has been a slight modification to door panels in that they have been narrowed and a curved edge formed on the front leading edge. The new parts have definitely been approved, some of which have already been eagerly fitted by Chris. The oil cooler, in particular, with its burnished braided stainless hoses strikes a pose against the functional black of the radiator. The breather hoses around the carburettors, the terminal and battery connectors, even the brake clips all contribute to an ever increasingly interesting engine compartment.

Today is Chris’s 60^th birthday consequently the Doc and David have organised a surprise party at the Oak under the guise of ‘preparation for the proper opening on Thursday’. Many of the car dealers that Chris conducts his business were there: the good, the bad and the ugly; Maguire the liar, Tall Geoff, Slick, Creepy Mackenzie, Alan and Andy from Suttons, cool Ron Hodson and slippery Hampson. Billy and the Temperamentals provided the Music, of sorts; everyone seemed to be having quite a civilised time. As we left Doctor Dave had just reached for the guitar, Lowtie was whispering over three fields characteristically the Doc was descending into ‘now there’s red and black ones; they don’t look the same but they taste the same’: so I suspect we bailed out just in time.

Thurs.27.03.08. The interior panels have been taken to Michael. Being awake he was able to offer the advice that the rough papered surface may prove a problem when covered in leather because it may show the lumps and bumps through it. He also needed to know the dimensions of the gear stick so that he could make the collar to fit perfectly. The leather must be glued onto the gearbox tunnel because of the contours enabling the joint to fall between the two units and not as a dummy joint appearing just below the handbrake handle.

Chris has beavered away on the electrics with neighbour Brian, who is a qualified engineer. The main task has been the dashboard network, apparently not a huge problem for Brian, who explained the intricacies to Chris.

Tonight has been the official opening of the Oak after all the disruption of the past three months we now have returned to our spiritual home. In the Bowling Green we have left behind Tommy, the brownest whiteman in history, John who continues to nurture the largest collection of fleas, Stuart, the token Scouser, who will probably live out the rest of his life still not understanding the offside rule properly looked after by Martin, the gormless barman. The space in the office has grown since the bar has been cut down and the pillar removed. There is an air of cleanliness, openness yet cosiness. The mood was optimistic, perhaps the future assured. The gloom of the Doc prior to the catastrophic drain collapse has evaporated being replaced by enthusiasm anticipated hope. His thoughts together with the rumours of eviction have dissipated into the pastlife. John Smiths is the preferred brew, more than a substitute for Tetley’s bitter, it flowed effortlessly throughout the night. We had to leave when the guest band, the Winchesters, sparked up: they are very talented but perform pretentious shite; so we left.

A present, not past, life?

Tues.25.03.08. The reinforcement of the underside of the gearbox tunnel has vastly improved its strength. The intention is to matt black this area but to apply jade green to the exposed top to have a greater understanding of how the leather may be represented.

The definitive order from Paddocks was collected later in the day. The radiator replacement is genuine ‘Stanpart’, the 11 inch electric fan has been designed to ‘blow or draw’ and is compatible with the ‘rad’. The 13 row matrix oil cooler system is ‘Mocal’, which is quite renowned as a quality supplier to the ‘race’ industry, and is perfectly matched by a braided stainless fitting kit. All the necessary hoses and clips for the twin SUs, the steering column bushes and the other sundry items appear to have a decent pedigree; hopefully they will all pass inspection at Westmead.

Thankfully, all the parts were appreciated proving more than acceptable, both having a suitable provenance but more importantly, encompass all the missing ‘links’ to enable the completion of the mechanical build. Chris exhibited his usual excited exuberance of a child opening his gifts on Christmas day. The horde of shiny stainless steel products, original ‘Lucas’ glass together with precise engineering seems far removed from the dark days of shoddy products, all exemplified by poor workmanship, persistently dented the aspirations of the project in the early days. The endless number of phoney suppliers justifiably cast into the ‘fuck off bin’ may be something of the past. Unfortunately, there are many out there who will always await next season’s ready stream of innocent anoraks, attempting to fulfil their dream, determined to ‘do their amateur best’, but sadly becoming fodder, duped by the unscrupulous. We must count ourselves amongst that naive bunch, but only in a past life not the present. We are now much better than that

Rapid progress

Weds.19.03.08. The additional work on the handbrake tunnel has begun. The joint has been reinforced as have the top and sides. To ensure greater strength the unit requires more layers of newspaper and PVA before it can be signed off. The final timber section lining the rear top edge of the interior of the car has been prepared, so combined with that of the dashboard, Richie can apply the stain to replicate the colour of the Motalita steering wheel. The bonnet catches have proved somewhat difficult to fit even though a template had been fabricated as a guideline. The contours of the bonnet in comparison with the flat engine panels have resulted in the thickness of the rubber washer being increased ‘two fold’ to accommodate the curve. Equally, the mesh on the underside of the bonnet has proved difficult to seat. Other trims on the scuttle top have had to be shaved so that all three edges come together agreeably.

But, the definitive list for Paddocks has not yet been finalised as Easter approaches I doubt whether I shall be able to travel to Chester before next Tuesday. 

Thurs.20.03.08. The handbrake shroud has had further reinforcement but still requires additional bulk to facilitate fine sanding for final shape. All the timber sections have been taken to Richie’s workshop for the stain to be applied.

The list for Paddocks has not yet been completed but there is a large autojumble together with a classic car show at Blackpool on Monday which I aim to attend. I hope to find many of the missing specialist parts that Paddocks cannot provide.

Fri.21.03.08. I have begun to reinforce the gearbox tunnel with paper and PVA and also strengthen the inner walls so that the sides can sit snugly against the original tunnel. Chris has dismantled the nose cone and grill to ensure a cleaner fit: he has also glued the bonnet mesh in place to complete the assembly of the two halves.

Mon.24.03.08. The low expectation of the Blackpool Classic Car Show was confirmed, characteristically by a poor turnout of, in particular, the trade stands. None of the larger companies were in attendance, the specialist stainless nut and bolt man that I went to see was not even there. There was, nevertheless, a motley but sufficient collection of stalls for me to pick up several items that I provisionally was purchasing from Europa or Paddocks. The two Lucas rear number plate lights for £12.95 each and the rear Lucas red reflectors for £22.00 were much cheaper. An aluminium extrusion for the boot top and a sheet of 2mm for the number plate backing plates was £2.00 and £4.00 respectively. A set of vintage ‘alli’ on black number plates, registration 8018 NE for £25.00, three tins of aerosol spray for £3.00, one metre of rubber strip for £2.50 were also bargains. But, perhaps the most successful purchase could be a revolutionary welding wire that is used just like solder, but actually welds very thin pieces of aluminium together. The technique of welding aluminium is notoriously difficult. Brockbank can achieve it but he is quite exceptional. It is of German origin, imported by a Swede but marketed in England retailing normally at £40.00 per metre, but the show price was £20.00. If it is as good as it seems it will offer a very different approach and dimension to my interest in creating metal sculptural pieces. The total price of all of the items was £102.45. Working on major suppliers prices there has been an approximate saving of £60.00 plus. Well worth the visit, even though I couldn’t purchase what I wanted, namely dome headed stainless steel nuts and bolts. Sometimes it is better to ‘think outside the box’ when visiting shows such as these.

The real value of R and D.

Tues.18.03.08. The handbrake shroud has had a basic covering of PVA followed by torn newspaper to reinforce the construction, but it is far from being finished. After gathering together all the interior units I reluctantly dragged myself to the workshop for the ‘dry build’. The fearful expectation of witnessing all my efforts ripped apart due to an unwanted, but predictable, inspirational revelation constantly reminded me that there was a definite possibility of change, for simply, the ‘sake of change’. But, my worries were unfounded. For the most part the tunnel sections covering the gearbox, prop shaft and handbrake mechanism were, surprisingly, acceptable. The middle section, however, did not fit due the handbrake being previously located forward by 3cms causing the handle to foul. Removing 1.5cms from the rear edge solved this problem. Creating a slot on the top plate enabled the handle to travel smoothly between the on and off position. 

Widening the existing cut in the new handbrake shroud completed the alteration. Secondly, combining the two units would strengthen the arrangement also encouraging the aesthetic flow from the front of the tunnel to the rear. When trimmed with leather the joint will be placed ‘falsely’ between the prop shaft and handbrake shrouds to minimise the intrusion of a beaded edge. The two loose covers will be secured utilising the four decorative points of contact, namely, the seat belt anchor, the chromed handbrake, gearbox surrounds plus the ashtray unit (ashtray unit, my arse). A further two fixing points will be located in the forward section of the gearbox tunnel to conclude the assembly. Finally, both the leather trim as well as the composite tunnel covers have been designed to be easily removed if any maintenance is required.

The door panels once in place appeared incongruously large and clumsy so necessitate some suitable alteration, or re-cut to form a curved front edge which would then replicate the much more successful rear. The timber top edge of the rear quarter required fine tuning before fitting perfectly: this can now be used as a precise pattern for the genuine unit.

Once all the ‘on site’ minor changes had been accomplished the overall image of the interior looked balanced, professionally crafted, frankly, quite stunning. The year of constant change, re-design and build have all been more than worthwhile. It has been, just as many other elements, a genuine process of research and development; a blank canvass that not only had to compliment the body lines of the vehicle, but be practical, user friendly yet also harmonise the different materials alongside various potential colourways. This has been achieved by determined doggedness, stubbornness but most critically, having the aptitude to recognise what is aesthetically correct against what isn’t. Thank fuck Michael has been on Jupiter for past two months therefore unable to trim the panels. 

That 'RE' word again!!

Fri.14.03.08. Chris has re-worked the mesh edges on the two bonnet halves facilitating the fixing of the clasps. 

Happy Yuletide to all my readers
Mon.17.03.08. Another St Patrick’s day has come around again predictably the car is still not finished. Quelle surprise, I have collected the gearbox tunnel, middle section and door panels from Michael who, since January 4^th. has not touched them: no doubt he has been visiting his two headed, six toed relatives on Jupiter, or cocooned in an alien regeneration pod. Chris insists, correctly, that a complete dry run of the interior of the car should be undertaken. It is sensible to have all the panels in situ so that the carpet patterns can be cut accurately against their edges. The missing handbrake section has been roughly fabricated to complete all the tunnel sections. The timber for the boot top decoration has been cut but requires a second fitting to establish exactly how much needs to be shaved from the back plate to ensure that it fits snugly against the rear boot cross member. Chris has re-routed (there’s that fuckin’ ‘re’ word again) the wiring loom around the exhaust brackets and securely located the bearing for the steering column: these tasks in themselves have absorbed most of the day. Although very close to finishing the build, forgotten, emergent or as yet undiscovered, obstacles regularly materialize, to disrupt what should be a relatively smooth ‘run in’.

I have abandoned all hope of any logical calm working procedure. Although it is enjoyable, if not a little self indulgent, to labour only on the areas that are currently interesting, at the expense of the ‘dull’ but ‘necessary’, is a huge mistake. Given that ‘A’ follows ‘B’ then ‘C’ infinitely greater problems will occur if ‘C’ is attempted before ‘A’ unless ‘F’ being a ‘work in progress’ comes before ‘H’ then ‘J’ must be considered. Failing that, it is vital that ‘P’ must supersede ‘M’ followed by ‘E’ then ‘B’ which theoretically should be the only positive route to the ultimate ‘I’. Unfortunately, there is no ‘I’ in teamwork. Oh, fuck it

The big Appul

Thurs.13.03.08. The jury remains hung regarding Rimmers appeal against ‘life in the fuck off’ bin. Their acquittal still hangs in the balance. They can provide a 15mm by 48mm (54mm with domed locking nuts) K and N pancake filter for £34.00 but not the stub stack (ram pipe) which negates the entire point of fitting them. The upgraded front springs to suit the Spax adjustable platforms are slightly less in free length than conventional ones but the poundage is unknown, but it is possibly much harder. I suppose that I was unlucky, yet again, to speak to someone on the trade counter who knows less than I do about motor car engineering. Considering that they profess to be the ultimate supplier of Triumph parts throughout the world their sales team leave a lot to be desired. In their defence I always recall John of Paddocks owning up every time when a particular part is not conventional: “Oh, we don’t get involved with that side”. But never giving up I have pursued the matter further, the ‘pancakes’ sent by Europa have been returned with a cover note to Andy requesting an off the shelf front spring with 10.5 inch free length with ID of 2.65 inches and a small 25mm ram pipe to fit K and N filters. 

The templates for the upper edge of the boot and the handbrake cover have been fashioned from 10mm ply and daler board. A second fitting will be necessary before the remaining precious piece of French timber is butchered and the cover is bound in equally illusive sage leather.

The success of the day has been the discovery of two indicator and lighting stalk shrouds in a grubby discarded box in my lockup. The two original number plate lights together with a horn and a pair of battered pancakes were also rescued but whether any of these items will be usable is an unknown. But, I have previously refurbished items in a worse state than these, so anything is possible? 

The Bowling Green still attracts the usual suspects. The Doc, David, Captain Salty, Jimmy the Axe, Andy Lewis, Mad John, Warbling Wilf, Doctor Dave, Carlos and Sleepy Steve. Everyone is marking time until the grand re-opening of the Oak. It wasn’t long before the Doc proudly announced that the deadline would likely to be Wednesday 19^th. March when he would host a dry run for selected invited guests. He was singing the praises of Mick who had been grafting all week finishing the bar top followed by laying the last of the slate tiles in the entrance hall. One of the finer achievements of the mini refurb was to upturn the lamp shades so that the light was actually reflecting downwards. “You can in fact see where you are going now, you can actually find your way to the bog, if that’s your inclination, or even see which side your breads buttered yet at the same moment inquire as to whether or not your pot is half full or half empty” not quite pertinent, he did manage to pull back from the brink, nevertheless the immediate future was another matter. Rembrandt and Mick arrived late after hastily finishing their packing for their trip to the ‘big appul’ to celebrate St. Patrick’s weekend. “I can’t fackin’ wait to see awl mi old mates, especially Silicone Gloria, I’ve not been foa free fackin’years. I’m goina get shit faced on Guinness”.

Rembrandt is travelling as a guest of Mick so for someone who has not been out of the country for firty years it will be quite an adventure. Sure to form Mick plans to introduce him to his Brooklyn mates, loud, proud, laarge an’ smokin’ cigars. Rather than being the best weekend in the world I suspect that suffering the torturous American Irish music for a solid four days sounds more to me like incessant purgatory rather than consummate pleasure. Everyone in their own way wished them ‘bon voyage’ but secretly we know that it will end in tears. 

Fine progress!!!

Weds.12.03.08. The description of the ‘Speedograph’ pancake air filters was certainly accurate; even without close examination the inferior build was obvious. The external carcass was flimsy, crudely fashioned, the internal ‘filtering’ elements were also clumsily constructed from sponge wrapped awkwardly in wire gauze; they would not have performed as expected and would, contradictorily reduced the flow of air to the carburetion systems therefore directly affecting the performance of the engine. Earlier in the morning I had spoken to Andy at Europa who clearly explained the simple calculation required when assessing the optimum configuration of ‘Filter’ to ‘Ram Pipe’. The depth of the filter must be twice that of the ram pipe to enable a sufficient flow of air to work efficiently: in other words a depth of 8cms of filter should accommodate a pipe of 4cms. Unluckily, the depth between the outlet port of the carbs and the engine side panel, at the narrowest point, is only 6cms: but equally unfortunately, the recognised manufactures such as K and N, Pipercross and ITG do not produce the equivalent size. This turned out to be not an insurmountable problem as later in the afternoon I discovered that Rimmers are offering an upgraded K and N filter system for twin 1.5 SU HS4’s which includes a ‘stub stack’, (which I understand to be a ram pipe) therefore answering the problem. Coincidentally, the same company could solve the continuing quandary of the front springs as they also are promoting an adjustable Spax system with upgraded springs for a 1500 Spitfire. If, as we have established, the free length should be 10.5 and load a mere 90 lbs they would be perfect. The ‘proof is in the pudding’ but maybe, just maybe, Rimmers could be dragged out of the ‘fuck off’ bin.

The templates for the upper boot trim and the handbrake tunnel have been formed ready to be ‘mocked up’ for a second fitting. The French timber will be used for the trim but will be capped by a polished offset ‘T’ shaped aluminium extrusion (oddly this is the same ‘alli’ that had been used on the original car as the beading for the bonnet/engine panel joint). The internal boot lid will now be clad in leather to compliment the carpet trim of the boot itself. The addition of stainless nuts and bolts, to secure the panel, should also add to the appearance of this functional but attractive space.

The suggestion from Colin regarding the height of the seat has been addressed by cutting off the rear bracket on the runner. This now steepens the angle at which the seat base rests on the floor of the tub consequently lowering the height of the backrest to the rear quarter. As predicted the seats now sit snugly, they still operate properly on the runners giving sufficient clearance when the seats are in the forward position to allow the boot door to open fully. The mounting of the spare wheel has also been solved by the fabrication of three ‘U’ shaped brackets, located and fixed in a triangular configuration which will support the wheel when attached to the car. A further central circular plate will become the anchor point; having earlier established that there is enough space to clamp the bolt between the boot lining and the outer skin.  

To achieve this progress within one day has been exhausting as Chris’s heightened enthusiasm results in the tasks being randomly investigated, never completed, butterflying from one job to another, not really listening to alternative suggestions, simultaneously heaping blame upon suppliers and myself. He appears to always be driven by the negative criticism of absent, ignorant observers. The “Just watch, I’ll show ‘em, those doubters in the Oak, they will be laughing on the other side of their face” attitude. Although the frenetic afternoon has left me mentally drained I have managed to gather sufficient background information for many of the remaining problems that are likely to be encountered, problems that I can quietly explore at home; and for that reason alone, I should be grateful

"A genuine car"

Tues.11.03.08. The components have arrived from Europa and Demon Tweeks but as usual some of the consignment has been greeted with not the best approval. The air filters in particular have suffered from the most severe criticism. They are very poorly constructed, the renewable internal filters are in fact made from foam, and they also were not supplied with gaskets or ram pipes. These inferior products would render the advantages gained from the present performance modifications completely obsolete. The adage of ‘cheap cannot be good’ returns to remind us yet again: they will be exchanged for the ‘K and N’ equivalent, a far superior, proven unit.

The stainless steel braided hose, non adhesive loom tape, right angled oil pressure bracket have all past inspection. But, the star prize goes to the mid hose radiator filler unit; produced and manufactured in the US, fashioned from quality polished aluminium, shiny and gleaming, fitting perfectly to the thermostat housing. There is a possibility that both components can be joined seamlessly by a method of spun alloy; this task being assigned to Chris at Catterall and Wood.

Colin Brockbank, a face that had not been seen on the project for four months, had spent most of the morning casting his keen eye over the workmanship of Chris combined with the progress that had been achieved in his absence. Typically, he recommended certain changes that would improve several sections of the build. The seat runner feet could be cut then lowered by at least 6cms to align the top of the seats with rear quarter. The new position would also improve the access to the controls also improve, aesthetically, the side elevation of the vehicle. The central bearing on the steering rod could be relocated internally to increase the surface contact, therefore facilitating the smoother operation of the mechanism.

The front and rear wings together with the nosecone, unfortunately, have not had the same care as the body tub but could be rescued by a thorough rubbing down. Colin, incontrovertibly, also advises that the dashboard as with the rear boot trim should be stained ‘dark walnut’. The undisputed classic combination of walnut, sage leather and deep green paintwork is timeless; categorically this combination must not be ‘messed with’. This should, thankfully, close the debate about this issue. On a much more positive note, Colin did admire the overall image of the vehicle. “This really is going to be a genuine car,” he duly commented. 

I meanwhile, have been mastering the art of welding, which I am finding bloody difficult. 

Nosecone

Thurs.06.03.08. The original number plates have responded well to their recent revamp. The old alloy has a real look of age as does the slightly faded satin black background. The masking of the raised areas, along with several dustings of paint has permitted a serious rubbing down with G3 and ‘T’ cut. A light polish with Diamond Wax has left the surfaces smooth but with a dull vintage gloss. The remaining parts of the boot lining as well as the lid have been prepared, primed and painted to await final assembly. Appropriate stainless nuts and bolts have been purchased from Brabbin and Rudd at an enormous cost of £2.35. The poor guys in the store must dread my walking in because just as I have managed to get my head around metric measurement they tend to deal with Imperial: the result inevitably means that endless boxes of screws, nuts and bolts festoon the serving counter until I decide which I feel may fit the purpose. The shop deals with the trade who tend to buy large quantities of items and naturally because they ‘know’ their ‘own business’ they can quite easily rhyme off exactly what they need. I always remember to thank them for their patience, which usually produces a thin faint smile from the storemen.     

Fri.07.03.08. The definitive, ultimate, comprehensive, detailed, final and complete parts lists for Paddocks, Demon Tweeks and Europa have been compiled, see Saturday 01.03.08

Mon.10.03.08. The orders for the remaining components from Demon Tweeks and Europa have been ordered, they should be despatched today. A much more comprehensive list from Paddocks can be collated tomorrow. Michael has still not finished the door panels and tunnel covers. He thought that we were in no rush for the stuff and he has been ‘mad busy’ with a Rolls fucking Royce.

Chris has begun work on the grill for the nosecone. The intention is to use lightweight diamond patterned aluminium, bought at Stoneleigh in 2006 for £7.00, to create the curved profile. The contour on the bottom edge will be fabricated using 1.5x40mm stainless steel to shape and sandwich the grill which will be bolted in position when the correct form has been achieved. Chris suggests that the meat mesh, so successfully applied under the bonnet, will also be replicated under the nosecone: yet another fine idea.

Over the weekend I bought a ‘Teach yourself Welding’ book. Today I have started to learn the tricky technique using a ‘Mig’ machine. A reel of fluxed metal is fed through the torch, when operated properly (the distance and load being correctly matched to the weld) a seam of weld can be made. This sounds very easy, but it is not. 

Bonnet edges

Weds.05.03.08. The rubber extrusions provided by Woolies have tidied all the exposed edges of the bonnet accordingly they now only await the assembly on the car. The lid of the boot lining has been reinforced by an inner piece of timber; this accommodates the locking mechanisms plus strengthening the actual door. Possible uses for the area could be storage for travelling essentials, such as, a torch, flask, basic tools…etc..or perhaps a simple fold down table. This is another one of those design spaces that has been maximised becoming an additional effective detail. 

The dream team of Mick, the Doc, Fat Kenny and Mad John have working on the refurbishment of the Oak. The bar has now been shortened subsequently offering the adjacent large sash window included in the Roy castle corner. The phoney support pillars have been removed to create an open plan situation giving the impression of a much large area. John is very impressed with the work excitedly anticipating a large airy soporific area to be later claimed by the group. “It has never smelled as good, the windows actually function properly gifting natural light plus a sense of openness,” John happily reported. The Doc has renewed vigour with grandiose ideas about brewing the ultimate quaffing beer to sell in the Oak at a knock down price thus battering all the competition on the ‘Lane’. “I’m going to make the best beer in the world; that’ll show those bastards on the lane, they know who they are, them who can do, them who can’t or won’t, arseholes an’ twats, its alright wearing a daft hat but if there’s nothing under it that’s another thing, pot, kettle, black, houses, glass, shit, paddle”. We were left to arrange all the words into a well known phrase or saying as the Doc reverted to ‘pertinent and relevant’ mode. Mick assured us that luckily he had been on the job to ensure that there were no ‘cock ups’, ‘bollockses’ oa ‘fack ups’. Encouraged by this news the next obvious question was when the pub would re-open.  But quickly the Doc lucidly replied, “How long is piece of string? Do you push or pull it? It’s no use waiting at platform two at Wallgate station when the train you want is arriving at platform one at Wigan Northwestern, paint always dries at different rates especially when it’s deep, how many guitarists does it take to change a light bulb? Anyway to reverse the question, when is the car going to be ready? I rest my case”. 

Thoughts of suicide

Tues.04.03.08. The seat runners have received two coats of Hammerite which, ideally, should be allowed to dry naturally for up to six weeks to achieve the optimum result, but being stored in a very warm room can offer an alternative dramatically speeding up the same outcome. The backgrounds of the number plates have suffered minor abrasions, as repeatedly proven in many other situations there are no short cuts when carrying out a ‘proper’ job, it has been necessary to completely cover the raised letters and borders with masking tape. Several light coats of satin black have been dusted over the plates to build up the thickness of paint sufficiently so that when the letters are revealed a combination of ‘G3’ and ‘T’ cut can be applied leaving the background surface unblemished.

The various items from Woolies have arrived to complete several ‘on going’ tasks. The rubber edged extrusion can now be attached to the edges and sides of the bonnet halves to secure the mesh to the underside. But, the final fitting must be concluded in ‘situ’ to ensure that the total unit returns to the car fitting as it did before it was removed. To complete the assembly of the boot lining the ‘simple’ boot lid catches need to be positioned then drilled to enable the locking mechanism to engage with the roof. An additional handle needs also to be located centrally to facilitate the smooth operation but also ensuring that it does not foul the handbrake console when in the open position.

The body tub with the front wings have had their last difficult six 17mm nuts and bolts tightened. There are ten 12mm bolts that secure the front wings, eight 12mm holding the rear wings and eighteen 17mm fastening the floor of the tub to the chassis. I must confess that this sounds much like ‘overkill’ or as Chris puts it ‘belt and braces’ but all the panels are remarkably rigid forming a solid, tremendously strong mass that the previous vehicle did not possess. As a comparison the original design called for only four lateral and one end bolt to hold the front wing, five bolts for the rear wing, only four for the floor pan and two to secure the rear quarter to the transverse suspension unit. Consequently, the years of use on the roads had seen the floor pan become twisted but worse still the rear spring fittings had worked loose and were no longer attached. 

Another ‘double check’ of the order to Paddocks and Europa meant that we were late to the Bowling Green but we found the mood slightly dark as Andy Lewis had today witnessed an attempted suicide, when some unfortunate guy had leapt in front of a bus on a busy street in Pemberton. Knocker pitched in with a former mate of his who chose to end it all, similarly, by jumping off the platform at Wallgate Station to welcome, prematurely, the 12.45 from Southport. Chris remembered a sadly distressed Tom Allen driving off Gathurst Bridge diving 100 feet below into the River Douglas. Cockney Mick had a mate who stuck his hand in a 750 watt Bosch meat minca’ losin’ awl ‘is fingas, then cut his legs orf wiv a top of the range De Walt 12 inch angul grinda’, burned his eyes out wiv a tungsten steel red ‘ot powka, then took a Brevel electric knife to ‘is froat befoa jumpin’ in a vat of sulphuric acid. Mad John could not understand why these people wanted to inflict such pain upon themselves just to take their own lives. “A much better way is to go into the forest on a lovely summer’s day to search out hemlock or deadly nightshade, return home to a comfortable warm house, mix up the potion with a drop of 12 year old malt then quietly and thoughtfully consume the mixture. This renders one into a deep subconscious state of holistic harmony; drifting of into a snug, restful long sleep, never to wake up again into this tormented world”. Oh dear. 

Order list part deux

Mon.03.03.08. After phoning all of the suppliers to check on availability together with the cost I have been able to rationalise all of the lists. Woolies will deliver tomorrow: again for specific trim plus accessories they are the cheapest and the most reliable. Paddocks remain the favourite for the basic Triumph parts but unfortunately they wisely, do not get involved with the more ‘decorative’, after market items. To access the mid flow adaptor for the radiator, the twin pancake air filters, the alloy gear stick knob and handbrake handle is an order for either Europa or Demon Tweekes. The choice will be a simple matter of cost. Over the next few days the decision shall be made regarding which supplier will be used.

The seat rails, modified by Colin Brockbank, still had many of the rough edges as well as several welding runs visible. A bench grinder has removed these initially then finally by an electric wire brush. The polished surfaces have then been coated in a primer of Hammerite to be later dusted in satin black. A similar treatment of the original number plates has also been undertaken. The total surface of the plate has been sprayed with satin black, the letters and numbers then revealed rubbing carefully with 600’s and 1200’s.  

Order list, again!!

                                     Burlington Diary March 2008

Sat.01.03.08. It is approximately two years since the project first began. It is significant that the result of this labour has meant that I have worn out the keyboard on the PC consequently I am now using this years ‘new black’ model, a black keyboard. But, perhaps more significantly I have also developed a face that resembles cheap mince on account of all the bup that has been consumed over the same period. It is no bad thing that the car is almost complete. I certainly do not want to buy another keyboard.

The definitive list of components from various suppliers has been compiled. Unlike previous orders I shall attempt to perfect the lists so that we receive all the necessary parts, not the ones that we have bought in the past and lost.

·From Woolies

P.18.   R250…………6x mtrs rubber extrusion..………………………………..£10.08

P.12.   59…………….1x 10 pack of carpet fastener socket ……………………..£5.00

P.12.   60…………….1x 10 pack of carpet fastener stud ………………………..£0.94

P.27.   126…………...2x budget locks …………………………………………...£9.00

P.27.   127…………...1x carriage key ……………………………………………£2.93

P.27.   130…………...2x toilet seats...…………………………………………..£10.46

                                                                                                

                                                                                              First class postage….£5.00                                                              

                                                                              

                                                                               Total with 10% discount……£39.40

·From Europa (ordered 10.03.08)

  2x round 1.5 SU Pancake filters 25mm PF 102 depth…………………………….£34.00

  A wiring diagram for 80mm tacho from the Smiths classic range……………..no charge

2x rolls of non adhesive tape for wiring harness…………………………………. .£4.04

An alloy gear knob, DTGK……………………………………………………….£16.35

A 90% angle OAA a one eighth BSP male to a one eighth BSP female…………..£7.20

                                                                  Total with postage and 5% discount…..£78.07

·From Paddocks (ordered 10.03.08), collected 25.03.08.

   Mk 3 Spitfire radiator, exchange…………………………………………………£60.00

   A simple horn……………………………………………………………………..£16.00

   1x brake switch to fit the pedal, 134529…………………………………………....£3.00

   1x canister of silicone brake fluid…………………………………………………£19.50

   1x engine service kit, filter?.....................................................................................£10.00

   2x rear entry battery connectors …………………………………………………...£5.00

   1x side entry terminal connector …………………………………………………..£3.50

   1x pack of double brake pipe brackets…………………………………………..…£4.50          Fuel and breather hoses for twin 1.5 SUs, probably Mk3/4 Spitfire (1500),

   154220 short hose, 154211 joint, 1427904, 2x large hose, 154934 x2…………….£5.00

   Oil cooler system, 13 row matrix (£34.00), stainless steel fitting kit (£52.00)..….£86.00

   Electric fan system for a Spitfire radiator…………………………………………£90.00

   4x hose half inch clips for the water heater manifold………………………………£3.00

   4x one quarter fuel pipe clips……………………………………………………….£3.00

4x bolts to hold the pancakes to the 1.5 SUs……………………………………….£3.00

2x steering bush for column………………………………………………….…… £7.00                      

                                                                                               

                                                                                                Approx total cost.   £335.72

·From Demon Tweekes (ordered 10.03.08)

Mid filler cap modification, sizes 1.25 to 1.25……………………………………..£25.86

    Stainless steel braided hose SSR 001 x2 metres……………………………………£12.94

                                                                                                        

                                                                                              Total including postage £55.19

·From Wigan Radiators

To re-core the existing radiator with modification to filling method. Mark at Wigan Radiators has moved to Bolton. 01204 520646.  

No need for loud, bold statements.

Weds.27.02.08. Each small accomplished task produces a sense of great satisfaction. As much due to the notion “that it need never be attempted again” because this genuinely and absolutely is the ‘definitive’ and not yet another ‘practice’ or ‘dry run’; it is the ‘Truth’ and not ‘Perhaps’. The build has experienced phenomenally rapid days followed by lost days which have, probably, equal importance and achievement but not the ‘pizzazz’. The rear bolts that tie the chassis to the tub have been re-drilled, countersunk and glassed. A dull five hour job but tremendously significant. The mesh to underside the bonnet halves have been secured by bolting a right angled aluminium extrusion to the hinge: a relatively simple task but the transformation to this section has been immense. There is an analogy of ‘Queen front and Mary Ellen behind’, ‘fur coat and no knickers’ or ‘look Ma I’m dancing’ in there somewhere but I am not exactly sure where. But it is often the unseen, forgotten labour that underpins the bold loud statements.

Thurs.28.02.08. The mesh has been clamped to the bonnet hinge by 10x4mm stainless dome headed nuts and bolts. The front and rear edge will be protected by a rubber moulding which will also aid in the fixing of the entire cladding to the under surface. Meanwhile Chris is compiling an order for Paddocks, Woolies and Europa of all the missing items to complete the build: this could be, possibly be, not exactly be, maybe, or even perhaps be the last occasion that we will need perform this exercise. I wonder how many components we shall forget to request or how many we already have but have misplaced?

Fri.29.02.08. Reporting on the progress of the car has now become a ‘list’ of jobs achieved as opposed to detailed description of ‘development’. At this stage in the build this should be the case rather than exception but to think in these terms feels uncomfortable and improper. It is difficult to comprehend that all the ‘R and D’ is now behind us and it is simply a matter of bolting on the appropriate definitive parts permanently, not temporarily. “Nothing now is coming off” was the short message offered to the doubters in the pub that evening. Such an uncomplicated statement at the time, did not hold a great deal of significance but on reflection it is quite monumental because is does in fact mean that we are not for away from achieving everything we set out to do: create a wonderfully constructed vehicle from a very flawed but basic proven design. The curves, lines and image were already in place but presented in a rough, crude and naïve form. The car has evolved organically; it has been modelled, moulded, and honed into a mature, sophisticated, beautifully engineered machine.         

  

Meat Mesh.

Mon.25.02.08.To minimise the damage to the bonnet halves during the rubbing down process I have made a cradle to act as a support and a temporary ‘vice’ which should grip the edges and facilitate further improvements. The original bonnet vents had been filled earlier so to was the bulk of the uneven underside, but nevertheless the surface, compared with the rest of the other panels, appeared quite crude. This was probably the last remaining element of the bodywork that hadn’t been thoroughly re-worked and consequently seemed very incongruous adjacent to other highly polished sections. After several attempts to rub down the surface and three layers of satin black it was obvious that to cover the underside, with an appropriate material, was a priority. A visit to Chris of Catterall and Wood was essential proving extremely successful. Chris recommended a product that he had used for ‘screening’ but its more conventional application was in the meat industry to ward off unwanted insects. In fact, its proper title is ‘Perforated Zinc Meat Mesh’.

Berrys of Leyland are the suppliers of the material which they retail in 8x4x1.5mm sheets at a cost of £40.00. Zinc has particular properties that are similar to Aluminium but the metal has greater flexibility which is ideal for the curving contours and shapes within the bonnet. I just hope that it meets with approval having previously ‘not run it by’ the boss.

Tues.26.02.08. Cleverly and skilfully, using my newly acquired ‘snips’ from Brabbin and Rudd, I have cut and shaped the mesh for the job. A right-angled profile has been fabricated on each unit to mirror that of the existing central edge of the bonnet halves. This can now be bolted to the spine of the hinge mechanism. The two points at which the bonnet rests on the scuttle and nosecone have been left bare as both of these edges rest perfectly when in the closed position. A rubber trim will be glued to each exposed end to become the finished border. It will also be prudent to spray the entire underside with a clear satin lacquer which should aid cleaning and maintenance.

The newly trimmed seats have had their first fitting in the cockpit. The ‘mid sage leather’ against the ‘deep green’ is extremely complimentary; encouragingly the retro style basic 1962 Mk 1 buckets have been a wise choice sustaining the ‘mood’ of the car. The dummy dash and steering column together with the boot lining and box brought a unity to the cockpit area that had not been seen before. Even the very Spartan assortment of ‘trim’, temporarily sited, indicate the potential of this section of the car. The endless dash and tunnel designs, the considerations of colour against the balance of timber, leather and wool appear, initially, to have all been worthwhile. 

Exact ownership?

Sat.23.02.08. Chris has carried out further work on the wiring loom. The new 13/60 loom is surprising effective; he has discovered that the major clocks of, Speedo, 4 way (fuel, temp, beam and indicator) and the tacho coincide exactly to the wiring diagram. The provision for the gauges, switches and time piece should not pose such a difficult problem as the feeds from the modified Jaguar dash have all the necessary connectors that can be incorporated into the basic loom.

The chassis identification plate, however, is a different matter. For some strange reason it does not correspond to the one that was recovered from the vehicle when we stripped the car down. The donor car that I purchased in 1978 was a Triumph 13/60 estate which I assumed was totally original. Because of the restoration we have since discarded much of the original the chassis for a much worse one bought from Crazy Richard in Sheffield: but wisely we retained the plate that was fastened to the estate car. The mystery lies in the fact that this plate bears no resemblance to the one in the log book. When the Burlington is inspected by the DVLA both the engine and chassis ID plates must match otherwise the problems of proof of ownership may surface. Even though the vehicle has been registered in my name for the past 30 years the powers that be could question the authenticity of my claim. As unbelievable as it sounds this could prove to be the outcome. Logic and reason have no part in their remit, so to ‘massage’ the correct numbered plate is the only answer. The potential grief that these pedantic fools can cause leads me easily to this devious solution. Two years of work will not be pissed away by the stroke of a pen; we shall remove any doubt from the equation.

Re-visiting the bonnet I have carefully masked all the edges in preparation for sanding, filling and spraying. The vulnerable top-sides have been protected by layers of ‘bubble wrap’ and thick folds of newspaper so that when they are inverted there will be none or very little damage to the finished surface. The interior of the two sides should have been dealt with before the top coat but just as most aspects of the build it was an afterthought or another ‘mod’ to enhance the overall impression of a ‘quality build’. There is, unbeknown to both Chris and myself, flexible aluminium based padded carpet, usually found under the bonnets of modern cars that acts as both a heat and soundproof agent. This could offer an alternative to our chosen method. So much so, I shall investigate this further as possibly a better option.  

Too much to chew.

Fri.22.02.08. It has been one of those gathering, collecting butterfly days when there has been a futile attempt to complete fifteen tasks but achieving none. I had been requested to bring to Westmead a shopping list of diverse old and new components for the Burlington ‘mission’. The ‘dummy’ dash together with the boxed up gauges and clocks, a roll of paper to cut the patterns for the carpets, one of the original side screens, which could form the basis of a template for an improved version, the ‘Burlington’ badge, the chassis recognition plates and ultimately the largest black marker pen in the world to label everything. Naturally, after the briefest of inspection none of the items claimed any attention because the location and fixing of the bonnet catches consumed the entire afternoon.

The debate  initially was, identifying the top and bottom of the catches. The answer to which we didn’t actually decide. There needs to be sufficient but not excessive tension to close the bonnet but not produce over stress on the spring mechanism.

So, although a seemingly simple task, their location is fraught with dangers. By drawing around the total hinge and transferring these measurements to a wooden base the spacing between the top and bottom-fixing bracket could be calculated, therefore resolving the problem. A second attempt proved to be successful offering sufficient tension thus defining the correct gap between the two components. But before the catches can be fixed to the engine side panels the inner halves of the bonnet need to be rubbed down and primed with satin black. The precise position of the bonnet has been decided but once removed and later re-set there is no guarantee that it will return to the exact spot So, it would be prudent not to attempt to fit the catches until the painting is complete. For once common sense has prevailed. I packed the two halves into my car in preparation for spraying.

We have returned to the Bowling Green but no one appears to know why. Having assembled the group the Doc announced that he wanted to meet up with Lowtie and the Preacher who were still in self exile in the Millstone. A mass exodus ensued leaving just Jo and I slightly bemused. Cockney Mick who was a late straggler came in to find the place empty but remained long enough to exchange a few pearls of wisdom. For some strange reason he was stinking of fish simultaneously dropping an horrendous fart chemically fusing with his general odour to produce a cocktail of pungent whiffs that I had never experienced before or wish to do so again: decomposing crustacean meets rotten egg; the combined melange forcing tears and nosebleeds.  It was that bad that I couldn’t really concentrate on exactly what he was saying but he had been working down at the Oak for most of the day raisin’ ceilins’ an’ re-designin’ the bar top. “Its goanna look fackin’ great when I’ve finished wiv it. Open spaces an’ everifin’. I know someone, in fact, ‘ees a mate, who’s got this aged timber that would be the dog’s on top o’ the bar. He’ll let mi ‘ave it foa a score, cos ‘ees a mate, an’ I’ll charge the Doc a ton, cos ‘ees a mate as well”. We never did get to the bottom of his unusual air but I expect that the chaps in the Millstone may ask.       

Real Enthusiasm.

Tues.19.02.08. The internal boot lining, boot box and lid are painted ready to join the rest of the components already in position. A few more hours polishing the vintage aero screens have produced further items adding notably to the vehicles retro presence. Chris has continued the build, adjusting where necessary. Primarily the twin back box brackets on the exhaust had to be altered then later balanced with the back bumper. This was not a simple task as the ‘Y’ shaped junction had to be widened slightly so the pipes emerged from the rear of car squarely and equidistant from the wings. The later additions of the petrol cap, luggage frame, rear view mirror and the freshly gleaming aero screens all shimmer reflecting gloriously against the deep green coachwork, particularly enhanced given a 'local' specific light brightening the chrome and blackens the paint. 

Weds.20.02.08. A former dashboard template has been resurrected to serve as a ‘dummy’ so that the wiring to all the instrumentation and gauges can be mapped out. Applying this method ensures that the extra ‘live feeds’ can be measured to be later incorporated into the original Triumph loom. By not using the master dashboard has also, unexpectedly, offered an opportunity of delaying the ultimate decision of its eventual finish. It would be sensible to wait until the carpets, seats, steering wheel, gearbox tunnel and door sections have been trimmed in the car to obtain a complete picture of the tonal qualities of the entire cockpit.

The niggling problem, on the rear of the dashboard, of cutting the cavity which would accommodate the overdrive switch has been rectified by some ‘tricky’ chisel work. The 14mm depth of the timber would not allow the switch to be surface mounted as this would foul the operating mechanism. A rectangular 30mm by 20mm section cut to a depth of 8mm was produced in order to countersink the complete unit into the rear of the board. An additional smaller piece was also formed to ‘seat’ the hinge and facia plate. By carefully chiselling by hand this exercise was successfully achieved. The switch now sits firmly yet comfortably on the dashboard becoming the conclusive element of Richie’s unrivalled craftsmanship.