This is a first draft of an article written for the CSMA's Classic car magazine "Squeaky Wheel" due to be published Summer of 2011
Part one.
I was somewhat surprised to be asked to write a piece for our lovely newsletter. I have read other articles submitted by members, with great enthusiasm and enjoyed them very much.
I do hope that others will view my efforts as worthy of a place amongst previous works.
These are some of the trials and tribulations, surrounding my plans to find and renovate a retirement project-hobby car.
The whole project was to be developed, spanning a period of around two years, and I assessed it should be completed in about 22 phases.
Coming up to my retirement day from full time working, I made a calculated decision to try to find an "historical" hobby car.
It was hoped that such a car would assist me to focus my time and energy, to make the transition, from being "busy-busy", to "not so busy" and help me into my -ever increasing-leisure time.
I then set about applying a working list of criteria, which in the end, I hoped would provide me with a mode of transportation which I would be able to use into my "senior" driving years.
The first item on my list was a very important question!
Will “The Lady Director”Lynn, see the benefits of such a personal endeavour?
The quick answer to this was-Yes-as she has always been supportive in all my undertakings, and as this was an all -important consideration, it had to be first. It was only a little time later, when I was well into the starting phase, that I fully realised , the comment of "You can do just what you have a mind to" was made in a positive, and supportive manner !
The second item on my list was 'which car' should I go for?
I had owned a number of so called, quality cars, in my driving life, so this was the next big question.
To help me with this first important step, I applied the following list of criteria -
(a) I wanted it to be one of our previously owned Marques, it had to be 'historical' and it had to be "British".
(b) It had to be a car that could easily fit into my Garage/workshop at home, with enough space around it to work, but not too big as to be a problem to keep heated during the two Winters I planned to go through in the rebuild.
(c) The car had to be cost effective to maintain, use as a daily "local" runner, and with an option to use it as a "Charity" fundraising tool, in the future, if I so wished.
(d) My physical skills, and tools to hand, had to be matched by the models requirements.
(e) My physical mobility and general health should not cause too many problems, during the planned timescale of refurbishment, and general use of the car.
(f) Whilst I did not want to produce a "Concours" car, I wanted to have a car that was properly "historical", one I could tastefully modify if I found the right combination. I also wanted the car to be able to be returned to an -as original condition-if desired by future owners.
(g) If possible, I wanted to find a car that was in dire need of rescue, with the feeling that my intervention would most probably stop it from being scrapped, and lost to the "classic car" world.
(h) Also, the car had to strike a good balance between being a total basket case-ie costing too much in time ,effort and retirement income- and one that would provide me with sufficient challenge, to keep me fairly active in future years.Although I had sufficient funds put by to purchase my choice of car,I obviously did not want to spend too much,as this allowed maximum renovation cash.
There were a fair number of cars, up for consideration.
These had either been owned jointly or singularly, over the years, some of these "daily" cars were lumped into an older and a newer list-they contained:-
Ford Popular,Morris Minor 2 door Saloon, Ford Cortina, Hillman Imp, Morris 1100’s, Minis, MGBGT’s ,Triumph Vittese, Triumph 1300 and a Dolomite, Jaguar, a BRG Austin Maxi,Ford Escorts, three Volvos including a glorious 850 TDI which did over 300,000 miles of wonderful motoring.
I also include the earliest model Land Rover Discovery, some of these were obviously not "historical", but the "Disco" was one of the most enjoyable vehicles that my wife Lynn had driven, so was added to the "newer" list-but it actually crossed over to this one, for consideration.
My final choice, was now centred between these three models,
(1) A '60’s Jaguar "S" type.
(2) A '70's MGBGT- Chrome bumpered model.
(3) A '60's Morris Minor.
Choice number one, was right on the maximum dimensions permitted by area available, but would have had additional physical and financial considerations.
Choice number two was perhaps my personal favourite, given our 30 or so year’s liaison with various models. Which included a factory built V8 version, that I owned for some 16 years and had shown for many years-including some National Concours events.
However, as I presently struggled to get in and out of our Sons '75 BGT, this option gave me serious mobility concerns.
I eventually settled on a car that was the most simple, yet beautiful in design .Simple to work on, yet required the right amount of attention to detail.
The most reliable and without doubt was the most fun-car? I had ever owned! It also fitted my physical and financial profile better.
The ubiquitous -Morris Minor.
The third item on my list for consideration was- which model and what year of production should I go for?
As I'd previously owned an early 50's Black 2 door saloon, I fancied a later model-preferably a Traveller, Van or maybe even a pick-up model.
As luck would have it, I was offered a one-owner G Reg Traveller by a good friend of mine called Tony, who’d had one that had been languishing in his Barn for twenty or so years, a genuine "Barn find"
This initial project was to be called "Project Enid" named after his lady wife, whose life was tragically cut far too short. She was a lovely lady and had owned the car from new.
Sadly, this car turned out to be too far gone for my skills such as they were, for the car to be listed as the "chosen one".
So I continued my search, which eventually took me onto the Internet (quite a new venture for me). By this time I was visiting various Forums and posting on Morris Minor Sites.
As luck would have it, a forum member on the morrisminorowners.co.uk Site, called Orkney, heard of my plight and stepped forwards. Orkney, on behalf of his good and very generous friend, called Dave, offered me an interesting '61 4 door saloon project car, which he was going to scrap. Dave had two other lovely Minors and did not have time to refurbish this 4 Door.
This very generous gesture, fulfilled all of my "A" list criteria, and on the face of it seemed ideal, all except for my "B" wish list, of choosing a Van or Traveller.
I was sent a picture of this 4 door saloon, on the very day of the 49th Anniversary of its first registration-Feb 9th 1961, There it was , on the picture, looking resplendent in a rich deep Maroon coloured paint-which had been newly T- Cut by Dave-so that was enough for me, I had found the car. Search over! The rest is now history as they say.
Part two.
What's more the car was a Freebie-to a Newbie!
I was thrilled with this car, a "Moggie 1000" or "Morrie thou" as they are sometimes called-amongst other names.
These cars are one of the cheaper classics to own, and without doubt amongst the most popular "British" classics, as well as being one of the easiest to obtain parts for.
The year, of 2011, had seen the anniversary of that "motoring milestone" of the Minor being the first British car to reach the production total of a Million cars.
The event was marked by producing 350 Lilac coloured cars of the two door variety, with some features that made them quite unique.
The full history of the "Minors" can be easily found on the internet these days, but a quick reminder of some main facts may help the reader to further appreciate these fine little cars.
These cars were designed by that unsung hero, Alexander Arnold Constantine Issigonis 1906-1988. He later went on to design that marvel number two-the Mini.
Amongst the nicknames that have been used for the Minor, are "Mosquito" originally mentioned by Issigonis, the "Poached egg on wheels”, the "Humpback", and in 1949 "The worlds supreme small car"
There were many changes made over the 25 or so years of production, but the sheer ingenious design features of the cars on the whole, have endeared them to home D-I-Y mechanics, ever since 1948.
Originally the engine bay was designed for a flat 4 "Boxer" engine, a horizontally opposed; air cooled engine, of 800cc capacity, but when a side valve engine was installed instead in the big engine bay, it became the home mechanics dream and much later the modifiers dream too.
One month after I was offered the car I arranged to collect it, with the help of my Son Andrew.
The cost of arranging professional transportation proved too high, so I hired a local car trailer and arranged the use a decent tow car, from a friend and did the journey, all in one day.
I returned home around 8pm, quite tired, but vastly relieved that the car was now outside of my Garage, all safe and sound.
This day ,which had seemed to be such a long time in planning ,and even longer in arriving-had eventually been and gone now-bit of a dream come true really. Phase one had been completed with just over a month still in hand, before my big day!
Apart from the glitch of having a little back pain whilst unloading the car-it was a good day.
The Where, How and who phases, will now be further broken down into 16 additional final phases.
Because I had obtained the car through the forum, and did not fancy working on or owning a "Horse with no name", I asked the forum members to select a name, for the project.
This was conducted through the good offices of a Mrben, who conducted the on-line Poll for me, it revealed a tied first place, between the names of "Lucky" and "Phoenix". These were the only ones left from a total of 9 initially suggested. I asked my benefactor to cast his deciding vote and the name "Phoenix" was selected.
The name Phoenix was initially suggested by Jonathon .L.Heap, owner of the very well know Minor Restorations company in Warwickshire, one of the resident forum experts.
To start on phase number two I made a complete list of everything that was present, which then produced a side list of items that I had to purchase.
My next list was items that I wanted to modify, or up spec, either during the renovation or after the car had gone through its first MOT under my ownership.
The next step was to, assess and measure the car, along with the complete photographic record.
After this, the full strip down of all mechanical, trim and electrical components’ could start.
Every item that was removed was photographed, listed, tagged and bagged separately-using permanent ink. The locations of all stored items were also noted, making digital as well as hard copies, for the whole renovation process.
Part Three.
Once the major items were removed, then a Body-Jig Rotisserie was assembled in preparation for the Chassis cab or Monocoque to be suspended. This allows me full rotational access, which I require, due to my physical limitations.
I estimated that if I could apply myself to task of the monocoque being fully accessable, then I stood an excellent chance of suceeding to fully renovate the metalwork to last another 50 years.
Some physical restrictions played a part in delaying the full completion of the Rotissorie so I looked to other items that were essential. Welding skills ,small trim items and gathering more of the "yet to get" items.
I had a very generous offer to introduce me to Mig welding, by Alan "Woodywoodchipper" from Manchester, so visits were undertaken, and I had an excellent in house welding course.
The various renovation phases will be then followed in a logical planning order.
(a)Fully cleaning and de-rusting of the underneath of the car, around all suspension areas, and then cutting out and welding in new metal.
Due to the possibility of additional welding on the inside, burning paint off from underneath, only "weld through"paint primer will be used and rust killer added to protect other areas, during this the longest single phase.
(b) Inside of the car is next, de-rusting and cutting out areas.
I noted that during this main body phase, care should be exercised to ensure that areas being cut out do not affect the strength or rigidity of the car. If they are of structural importance, then replacement metal should make it comply with body measurements taken previously.
(c)When this final "dirty" phase, of the metalwork is completed, then the body paint prep can be started.
(d)Attention can be then paid to all ancillaries’, Doors, wings bonnet, boot, running gear, glass, trim, bright work, engine and gearbox, wheels and tyres.
(e) Due to the quite excellent nature ,of the Moggies-"large panel dismantle and refitting" system, items can be added to the main body by test fitting and full adjustments, carried out of all items, before final paint on the monococque Chassis cab and all body panels and doors assembled finally.
(f)Final assembly will then be tackled, giving plenty of time to attend to final touch ups, further antirust measures and detailing all items, above and below the body shell.
(g) Book the car in for MOT test ,fully comprehsive insurance cover and re-register it for the historical tax band.
I was somewhat surprised to be asked to write a piece for our lovely newsletter. I have read other articles submitted by members, with great enthusiasm and enjoyed them very much.
I do hope that others will view my efforts as worthy of a place amongst previous works.
These are some of the trials and tribulations, surrounding my plans to find and renovate a retirement project-hobby car.
The whole project was to be developed, spanning a period of around two years, and I assessed it should be completed in about 22 phases.
Coming up to my retirement day from full time working, I made a calculated decision to try to find an "historical" hobby car.
It was hoped that such a car would assist me to focus my time and energy, to make the transition, from being "busy-busy", to "not so busy" and help me into my -ever increasing-leisure time.
I then set about applying a working list of criteria, which in the end, I hoped would provide me with a mode of transportation which I would be able to use into my "senior" driving years.
The first item on my list was a very important question!
Will “The Lady Director”Lynn, see the benefits of such a personal endeavour?
The quick answer to this was-Yes-as she has always been supportive in all my undertakings, and as this was an all -important consideration, it had to be first. It was only a little time later, when I was well into the starting phase, that I fully realised , the comment of "You can do just what you have a mind to" was made in a positive, and supportive manner !
The second item on my list was 'which car' should I go for?
I had owned a number of so called, quality cars, in my driving life, so this was the next big question.
To help me with this first important step, I applied the following list of criteria -
(a) I wanted it to be one of our previously owned Marques, it had to be 'historical' and it had to be "British".
(b) It had to be a car that could easily fit into my Garage/workshop at home, with enough space around it to work, but not too big as to be a problem to keep heated during the two Winters I planned to go through in the rebuild.
(c) The car had to be cost effective to maintain, use as a daily "local" runner, and with an option to use it as a "Charity" fundraising tool, in the future, if I so wished.
(d) My physical skills, and tools to hand, had to be matched by the models requirements.
(e) My physical mobility and general health should not cause too many problems, during the planned timescale of refurbishment, and general use of the car.
(f) Whilst I did not want to produce a "Concours" car, I wanted to have a car that was properly "historical", one I could tastefully modify if I found the right combination. I also wanted the car to be able to be returned to an -as original condition-if desired by future owners.
(g) If possible, I wanted to find a car that was in dire need of rescue, with the feeling that my intervention would most probably stop it from being scrapped, and lost to the "classic car" world.
(h) Also, the car had to strike a good balance between being a total basket case-ie costing too much in time ,effort and retirement income- and one that would provide me with sufficient challenge, to keep me fairly active in future years.Although I had sufficient funds put by to purchase my choice of car,I obviously did not want to spend too much,as this allowed maximum renovation cash.
There were a fair number of cars, up for consideration.
These had either been owned jointly or singularly, over the years, some of these "daily" cars were lumped into an older and a newer list-they contained:-
Ford Popular,Morris Minor 2 door Saloon, Ford Cortina, Hillman Imp, Morris 1100’s, Minis, MGBGT’s ,Triumph Vittese, Triumph 1300 and a Dolomite, Jaguar, a BRG Austin Maxi,Ford Escorts, three Volvos including a glorious 850 TDI which did over 300,000 miles of wonderful motoring.
I also include the earliest model Land Rover Discovery, some of these were obviously not "historical", but the "Disco" was one of the most enjoyable vehicles that my wife Lynn had driven, so was added to the "newer" list-but it actually crossed over to this one, for consideration.
My final choice, was now centred between these three models,
(1) A '60’s Jaguar "S" type.
(2) A '70's MGBGT- Chrome bumpered model.
(3) A '60's Morris Minor.
Choice number one, was right on the maximum dimensions permitted by area available, but would have had additional physical and financial considerations.
Choice number two was perhaps my personal favourite, given our 30 or so year’s liaison with various models. Which included a factory built V8 version, that I owned for some 16 years and had shown for many years-including some National Concours events.
However, as I presently struggled to get in and out of our Sons '75 BGT, this option gave me serious mobility concerns.
I eventually settled on a car that was the most simple, yet beautiful in design .Simple to work on, yet required the right amount of attention to detail.
The most reliable and without doubt was the most fun-car? I had ever owned! It also fitted my physical and financial profile better.
The ubiquitous -Morris Minor.
The third item on my list for consideration was- which model and what year of production should I go for?
As I'd previously owned an early 50's Black 2 door saloon, I fancied a later model-preferably a Traveller, Van or maybe even a pick-up model.
As luck would have it, I was offered a one-owner G Reg Traveller by a good friend of mine called Tony, who’d had one that had been languishing in his Barn for twenty or so years, a genuine "Barn find"
This initial project was to be called "Project Enid" named after his lady wife, whose life was tragically cut far too short. She was a lovely lady and had owned the car from new.
Sadly, this car turned out to be too far gone for my skills such as they were, for the car to be listed as the "chosen one".
So I continued my search, which eventually took me onto the Internet (quite a new venture for me). By this time I was visiting various Forums and posting on Morris Minor Sites.
As luck would have it, a forum member on the morrisminorowners.co.uk Site, called Orkney, heard of my plight and stepped forwards. Orkney, on behalf of his good and very generous friend, called Dave, offered me an interesting '61 4 door saloon project car, which he was going to scrap. Dave had two other lovely Minors and did not have time to refurbish this 4 Door.
This very generous gesture, fulfilled all of my "A" list criteria, and on the face of it seemed ideal, all except for my "B" wish list, of choosing a Van or Traveller.
I was sent a picture of this 4 door saloon, on the very day of the 49th Anniversary of its first registration-Feb 9th 1961, There it was , on the picture, looking resplendent in a rich deep Maroon coloured paint-which had been newly T- Cut by Dave-so that was enough for me, I had found the car. Search over! The rest is now history as they say.
Part two.
What's more the car was a Freebie-to a Newbie!
I was thrilled with this car, a "Moggie 1000" or "Morrie thou" as they are sometimes called-amongst other names.
These cars are one of the cheaper classics to own, and without doubt amongst the most popular "British" classics, as well as being one of the easiest to obtain parts for.
The year, of 2011, had seen the anniversary of that "motoring milestone" of the Minor being the first British car to reach the production total of a Million cars.
The event was marked by producing 350 Lilac coloured cars of the two door variety, with some features that made them quite unique.
The full history of the "Minors" can be easily found on the internet these days, but a quick reminder of some main facts may help the reader to further appreciate these fine little cars.
These cars were designed by that unsung hero, Alexander Arnold Constantine Issigonis 1906-1988. He later went on to design that marvel number two-the Mini.
Amongst the nicknames that have been used for the Minor, are "Mosquito" originally mentioned by Issigonis, the "Poached egg on wheels”, the "Humpback", and in 1949 "The worlds supreme small car"
There were many changes made over the 25 or so years of production, but the sheer ingenious design features of the cars on the whole, have endeared them to home D-I-Y mechanics, ever since 1948.
Originally the engine bay was designed for a flat 4 "Boxer" engine, a horizontally opposed; air cooled engine, of 800cc capacity, but when a side valve engine was installed instead in the big engine bay, it became the home mechanics dream and much later the modifiers dream too.
One month after I was offered the car I arranged to collect it, with the help of my Son Andrew.
The cost of arranging professional transportation proved too high, so I hired a local car trailer and arranged the use a decent tow car, from a friend and did the journey, all in one day.
I returned home around 8pm, quite tired, but vastly relieved that the car was now outside of my Garage, all safe and sound.
This day ,which had seemed to be such a long time in planning ,and even longer in arriving-had eventually been and gone now-bit of a dream come true really. Phase one had been completed with just over a month still in hand, before my big day!
Apart from the glitch of having a little back pain whilst unloading the car-it was a good day.
The Where, How and who phases, will now be further broken down into 16 additional final phases.
Because I had obtained the car through the forum, and did not fancy working on or owning a "Horse with no name", I asked the forum members to select a name, for the project.
This was conducted through the good offices of a Mrben, who conducted the on-line Poll for me, it revealed a tied first place, between the names of "Lucky" and "Phoenix". These were the only ones left from a total of 9 initially suggested. I asked my benefactor to cast his deciding vote and the name "Phoenix" was selected.
The name Phoenix was initially suggested by Jonathon .L.Heap, owner of the very well know Minor Restorations company in Warwickshire, one of the resident forum experts.
To start on phase number two I made a complete list of everything that was present, which then produced a side list of items that I had to purchase.
My next list was items that I wanted to modify, or up spec, either during the renovation or after the car had gone through its first MOT under my ownership.
The next step was to, assess and measure the car, along with the complete photographic record.
After this, the full strip down of all mechanical, trim and electrical components’ could start.
Every item that was removed was photographed, listed, tagged and bagged separately-using permanent ink. The locations of all stored items were also noted, making digital as well as hard copies, for the whole renovation process.
Part Three.
Once the major items were removed, then a Body-Jig Rotisserie was assembled in preparation for the Chassis cab or Monocoque to be suspended. This allows me full rotational access, which I require, due to my physical limitations.
I estimated that if I could apply myself to task of the monocoque being fully accessable, then I stood an excellent chance of suceeding to fully renovate the metalwork to last another 50 years.
Some physical restrictions played a part in delaying the full completion of the Rotissorie so I looked to other items that were essential. Welding skills ,small trim items and gathering more of the "yet to get" items.
I had a very generous offer to introduce me to Mig welding, by Alan "Woodywoodchipper" from Manchester, so visits were undertaken, and I had an excellent in house welding course.
The various renovation phases will be then followed in a logical planning order.
(a)Fully cleaning and de-rusting of the underneath of the car, around all suspension areas, and then cutting out and welding in new metal.
Due to the possibility of additional welding on the inside, burning paint off from underneath, only "weld through"paint primer will be used and rust killer added to protect other areas, during this the longest single phase.
(b) Inside of the car is next, de-rusting and cutting out areas.
I noted that during this main body phase, care should be exercised to ensure that areas being cut out do not affect the strength or rigidity of the car. If they are of structural importance, then replacement metal should make it comply with body measurements taken previously.
(c)When this final "dirty" phase, of the metalwork is completed, then the body paint prep can be started.
(d)Attention can be then paid to all ancillaries’, Doors, wings bonnet, boot, running gear, glass, trim, bright work, engine and gearbox, wheels and tyres.
(e) Due to the quite excellent nature ,of the Moggies-"large panel dismantle and refitting" system, items can be added to the main body by test fitting and full adjustments, carried out of all items, before final paint on the monococque Chassis cab and all body panels and doors assembled finally.
(f)Final assembly will then be tackled, giving plenty of time to attend to final touch ups, further antirust measures and detailing all items, above and below the body shell.
(g) Book the car in for MOT test ,fully comprehsive insurance cover and re-register it for the historical tax band.