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.      

Paint Problems? maybe not.

Mon.18.02.08. Over the weekend the boot lining has been constructed and sprayed. At the moment the colour is now satin black to match most of the chassis as well as the other body parts that will not be visible. Chris has continued to assemble the car carefully ensuring that front wings line up with the rear wings before tightening for the very last time. The bonnet and nosecone were added later which has completed the build of the remaining body panels. When secured, the extra nuts and bolts throughout the length of the wings have formed a rigid solid bond to the body tub to the engine panels. The moulded rubber strip offers a cushion but also an agreeable aesthetic supplement. Fitting the indicator and lighting brackets together with the appropriate lenses are further reminders that the car is evolving into a ‘real’ vehicle.

There is regrettably, germinating, a dissatisfaction with the ‘painting’ prowess of Nigel. Particularly the bonnet and nosecone have come under a great deal of scrutiny. Chris has rubbed away some areas in an attempt to buff the paintwork revealing the true surface texture and colour. Sadly I have previously witnessed this process of blame reinforced by doubt many times before. From originally being ‘a talented young man’ Nigel overnight has mutated into ‘an incompetent, crap bullshitter’ who has ‘not a friggin’ clue’. I foresee both panels being attacked with ‘wet 800’s’ to rectify the problem, I shall also be given the onerous task of returning to Nigel in the vain hope of explaining our reasons for the action instead of insisting that Chris should ‘leave well enough alone, to maybe trust a fellow artisan’.

The Bowling Green has had its day. Both the Preacher and Chris abandoned their beer pointedly walking out in protest on Friday evening. Steven suffered ‘runny bot’ most of Saturday blaming contaminated Deuchars. He was consequently forced to spend most of Sunday delivering his sermon with an antiseptic rubber ring attached to his arse. Higher prices, an indifferent approach to our patronage accompanied by clean fresh beer, handsome bar maids with black uniforms that conveniently expose plump rounded breasts  have encouraged the group to transfer ‘on block’ to The Millstone.

This has also resulted in a welcome return of John Lowton from his self imposed exile after his rude tiff with the management of the Bowlie. And so it was that the troops gathered in our new home in a lively refreshed mood. Doctor Dave returned during the afternoon from his Syrian expedition recounting tales of guesting with a local rock band: having paid £150 for a room in Dubai airport he spent the rest of the night with a fellow traveller: an energetic frauline. Order has been restored.

Everything is sweet, the car is becoming a long awaited reality, old faces have resurfaced, and the pub, coincidently, is situated at the top of my street. Cushty. 

Past labours rewarded.

Fri.15.02.08. The remaining offside front wing and the nose cone have been transported to the workshop, the former being temporarily fitted to complete the basic addition of all of the wings. The rear wings were later secured, potentially permanently, with negligible alterations to the dry build. The base to the boot lining has been cut, tested requiring only a simple assembly before being painted and ready to be added to the tub.

The development and progress in the week has been exceptional but has been testament to the endless groundwork that has preceded the rapid build. Having been marooned for almost three months which I suspect was mainly caused by fatigue; the project has had a remarkable transformation. The energy, enthusiasm, newly discovered belief have returned. For the first time for a very long time we both can see a wonderful conclusion that had temporarily been forgotten, perhaps misplaced. 

Very similar to the Oak, the Bowling Green attracts much of the desperately lost and recently found, painfully lonely or partially fulfilled, numbingly dull or surprisingly vibrant collection of retarded misfits, half baked semi enlightened street philosophers, the sanctimoniously righteous and the freakishly malevolent.

‘John with dogs’ is one such person. Behind him, in a previous existence a failed, bitter marriage, diverse jobs once a night club manager on the back of six years in the Merchant Navy, both of which enterprises I find quite extraordinary for such an unpersonable guy. His dishevelled exterior, oily hair pallid vacant expression invariably excludes him from most of the company.  He is, understandably, always is connected to his present life’s work; his two German Shepherd dogs. We all suspect that he is the only dog owner who has more fleas than his pets. He now finds himself teaching IT skills to empty, adolescent Bolton dropouts, possibly the most unrewarding job in existence, trudging home at night dragging his dogs to the pub for three pints of Tetley. 

Creosote Tommy, so called because of the colour of his dried brown leathery hands and face, is another fixture, wearing the same cheap shabby garments every day he boasts an eighties style Zapata moustache with sideburns to rival Elvis. Gently floating weightless in his own small planet permanently propping up the bar, he smiles wistfully yet randomly, his eyes darting around the room hoping to catch anyone’s attention. Totally devoid of speech capable only of grunting his order for beer he simultaneously leers at the bar maid’s tits whilst slowly retracting his neck between his shoulders, turtle fashion, until only the top of his grey bob cap can be seen. He actually refers to ‘us’ as the mad people.

Then there is senseless Stuart, the token Scouser, a lifetime Liverpool football fan yet managing absolutely no knowledge of the game. His comprehension and understanding of the club is solely reliant upon the information offered by the grubby columnist of the Sun newspaper. He often screams at the TV quoting the said journalist, mispronouncing or being over familiar with the players names and, naturally, with ‘rien’ appreciation of the opposition. All of this banal gibberish he comfortably achieves whilst nimbly rolling his fag spinning on his stool wishing for reassurance from the rest of the no hopers in the bar. Small in stature, tartan winter shirt, bottle glasses permanently carrying a ruck sack he reeks of loneliness destined only for a bleak future.