Striptease

 

With the snow finally melting away now and even though it was a tad chilly, the excitement of a new project is still within the honeymoon period. So out into the elements we both went to start on the strip. First thing we wanted to do was get the engine turning over and running so we pinched the battery of my little Suzuki Jimmy which also gave me chance to leave it on a condition charge all day, which can’t hurt this time of year. 

Within a few minutes we had her firing away and running, although a tad lumpy, nothing a good tune up and service won’t sort out. I think we’ll just possibly do a top end build on the engine at this point along with timing chain, water pump and other common sense items. Then a general tart up and look pretty. 

So with the engine firing and given the green light it was on to start with the strip down. Fingers crossed but with a bit of time and patience here I will be able to recoup some cost by selling the body and hard top later on. Even the drop top and frame I have should fetch a quid or two, which will help. Mooch helped with the strip down and I was truly amazed that despite the cold he didn’t get bored after two minutes and sod off indoors, however he is currently banned from his Nintendo so he had nothing else to do I suppose. Doors came off easy the drivers side is a tad rough on the underside but the passenger side is certainly of use to someone I’m sure.

I removed some of the gauges also thinking that they will actually be ok for the final car. When I built the Cobra the bill for the gauges alone was in excess of £700 so if these will clean up ok and look good in regards to period aesthetics along with being functional then they will be fine. You can see in this picture the water temp is how it came off the Spitfire and the fuel gauge had had some love. I removed the chrome bezel and cleaned all the original paint off it using 0000 gauge steel wool. This is fantastic stuff for removing crap and crud but not scratching the chrome finish. I have also cleaned all the dust and debris out from inside the gauge, which was surprising how much was actually in there. 

The gauge has cleaned up really well and shining the led light through from a phone gives a lovely intense green illumination. So an upgrade to LED’s will be required when we get to that stage, as I really think it looks pretty with the even green glow. However this all hinges on if the other gauges clean up as well and look ok for the final car. The Spitfire has four gauges, speedo, RPM, water temp and fuel. I personally would like an oil pressure gauge also as a minimum requirement. But also oil temperature and voltage would certainly be nice also. However if these are getting added in addition to the original units they need to look exactly the same along with being functional. 

I’ll still be plodding on with the strip down over the coming days/weeks. I’m hoping to get the body off the chassis sooner rather than later, as so that the cleaning and protecting of the chassis can start in time for spring. 

The Donor Arrives

 So the start begins. I have been watching a few Spitfires over the past few week/months and getting a feel for prices against condition, and after finding a few that were ropey to say least I found one that was relatively local in Scunthorpe. It looked to be an honest enough machine and videos of it running were reassuring despite my intentions of a full strip down anyway, it’s good to know I’m starting with something that isn’t a total dog. And only a couple of hours drive away is just a bonus really. I had a couple of contingency cars online, one in/on Anglesey which was a GT6 to be fair and a couple of other Spits in and around Birmingham. The GT6 was very appealing in all honesty but the owner wanting nearly 4K for it was way way over my donor budget it was also a non runner and looked like it had been in situ for a good many years in a stable/barn. Whilst it was very appealing the cons outweighed the pros, and with such a journey to view and attempt to strike a deal it was just never going to happen. 

So the other contenders were all of a similar age and condition really. One Spit was a 1500 from 1982 but looking at the pictures looked extremely well, and far to good to be stripped and used for my intention, it looked like it could have passed an MOT with very little work. But again an unrealistic price to start and far beyond what I had for a donor budget just kept me watching from the sidelines. The other Spit was in Birmingham and was only a 1300. It was partway through a restoration or strip down from the current owner so that puts me off slightly, as part of the learning curve is disassembling everything yourself and learning how it operates. However this car was well under budget through the auction so could have been worth a cheeky bid towards the end as a bit of a dice roll. Lastly there was the Spitfire in the pictures which is what I have ended up with, a 1981 1500 and whilst it’s far from a roadworthy vehicle currently, it is relatively solid all over especially the chassis and running gear, which is all I really want.

So it came in at the top end of my budget, and when I say top end I mean it was a little more then I wanted to pay, however the deed was done and it was back in the short lived empty garage. It’s actually a very nice little machine, very basic in functionality and looks easy to maintain yourself. 

After having the Cobra also for a number of years now I have learned how to enter and exit the car with relative ease and dignity.... but this little Spit is on another level. I literally have to fold my knees backwards in order to get in. However these issues shouldn’t be so bad on the finished product due to the difference in body style and no roof like the Cobra so a slide down into position should be possible, and I’ve also only had my riggers on while getting in and out so far due to the snow.... and they don’t really help. Another thought is a quick release steering wheel boss if needed which I used to have on one of my mini’s many many years ago for security. That could help the situation massively if needed..... but I’m a long long way off that yet. So next is to get a little run from the engine (need a battery) and start on the strip down. 

Last on the road in 2015 and a honest little machine, screaming to be given some love and attention. I’ll try to get a battery over the next week or so and will see what life we can get from the old girl. A compression test at least should be sufficient to decide if I’m completely rebuilding the engine or just a possible top end and carbs. Either way I need to figure out why the clutch seems to be non existent, could be a knackered master/slave or clutch itself or possibly even the gearbox is past its best....all part of the strip down fun!

Guess who’s back.... Back again

So here we go again with another build from the depth of my garage. Something a tad “different” this time as this build is going to technically be a re-body as opposed to a kit build. The main difference being for a vehicle using the original chassis and running gear will not require an IVA test. So that broadens the artistic license for the finished product to a much greater scale. For example if I want period looking components within the car, then I will not have to worry about radius finishes or positions of switches etc.. in order to satisfy the IVA requirements. The world is my oyster/lobster/other crustacean so to speak. 

So where is the Cobra? ...... fear not fellow petrolheads. Just before the start of winter 2020 I finished a small garage extension on my property or showroom as it should be called because I finished the walls to a plaster finish and porcelain tiled floor also. This now homes the Cobra perfectly along with plenty of additional storage space for lots of vintage petrolania I have also been collecting over the years. 

Still a few more bits I need to finish in the new garage  such as some nice rustic vintage looking shelving for the said collection, but winter is cold and motivation is low..... roll on spring. 

So the Cobra is sat waiting for the sun in the new garage, which leaves a nice big double garage come workshop screaming for something to be built in there... shopping time! I have for some time been toying with a few scratches I needed to itch, and may still do so in the future. But I have decided to do another build as opposed to a restoration. A little V12 Jaguar XJS was nearly purchased with the intention of a full restoration however they are not rare enough (yet) to make them truly desirable in my opinion. And the idiosyncrasies within them would give TVR a run for their money also, so a kit build it is. 

The criteria for me is similar to when I built the Cobra, I want a “period looking” car with style and rarity, and like the cobra it must be a bit of a head turner (for the right reasons) without screaming to all that it’s a kit car. Nothing wrong with kit cars whatsoever, however I don’t want a car that looks like it’s been assembled from what was left over after the fall of British Leyland Cars and held together with whatever was on special on the Lidl middle isle deal of the week. 

“So what is it you are building” I here you say and what big V8 or V12 am I planning to use. The answer is possibly a little surprising to you all as only 4 pots will be found under the bonnet of what I want to build, and British Leyland will be the sole provider for the donor car..... ironically. The car I want to build is a T48 Corsa Spyder. 

The T48 Corsa Spyder is a fantastic looking machine manufactured by Fiorano down in Bromley, Kent. They are period looking race car to the late 1940/50’s initially designed by Alan Hooper. He drew his inspiration for the body from the Ferrari 166  which reflects massively in the few that I have seen, however they are just that.... “similarities” unlike the Cobra kits on the market nobody would ever fool anyone into thinking this was a genuine Ferrari 166 despite some builders donning the Ferrari logos on their cars like on some of these pictures. These pictures are of other peoples cars and just like my Cobra they all have little differences between them yet are all based on the same chassis and running gear. 

The kits offer a few chassis options in order to build, the most common being the Triumph Spitfire. Other options are variants such as the GT6, witch according to some people are superior in handling because of the rear suspension. However I have read up that with the GT6 running a 6 pot 2lt block the extra weight over the front axle looses some feeling through harsh steering. However it’s exceptional hard to find a Triumph GT6 nowadays to restore let alone find a rolling chassis complete with a V5 to butcher into a kit car. And if I did do that to a GT6 then I think there would be a line of people at my front door wanting to lynch me all day long, and I would also feel guilty myself for adding to the loss of a GT6...... so Spitfire it is then! .... Off to go shopping. 

So just like my last blog I shall be documenting and recording the build through a blog, so feel free to save a link to your favourites and check back occasionally for progress. Just like the Cobra blog I will not commit myself to timescales or budgets etc... but will guarantee attention to detail and a quality finished product for when it’s done. Glad to be back building again!