colino

https://www.facebook.com/marketplace/item/1068858270810091/

Singer Chamois Spring Special 1967 | eBay

Suppose I should update this...
Cumbernauld had no work, so I have ended up doing a nine week  straight spell in London; I return north on December 3rd for a week's holiday, then back down until New Years eve; this is likely to change as London don't want us down here over the festives.
Bow continued along the no shifts line, but I got a start date at Barking on October 30th for induction and type training; this left a gap of a week or so. I asked Barking if they had a preference for routes to learn, and was told 62s and 145s.
I utilised this week well, and learned the 62, 145, 167, 179, 362 and 462, then reported for induction and type training at 0830 on Monday morning.
"Transfer from Bow?"
"Yeah"
"Interesting. You've done mirrorless Enviro 400MMCs?"
"That's all I drove at Bow"
"Well they trump everything so no type training required; if you can drive a 400 you can drive a 200. Did you manage to do any route learning?"
I handed over my six learned routes.
"Fuck, you've been busy! Fancy a shift today?"
And so it began... Enviro 400MMC 10321 became my first steed at Barking, 222 duty on the 145.
The week continued; 145 Mon-Wed, 179 Thurs, 145 Fri and 462 Sat; took today off for the Chalk Farm running day. This coming week is 179 tomorrow, 167 Tues/Weds, 62 Thurs, 362 Fri, 167 Sat and 462 Sun.
 
On my last report from Bow I had 26 Enviro 400s outstanding to tick off; I managed to do 11352, 11358, 11359, 11360, 11366, 11369, 11371, 11382, 11396, 11398 and 11399 before leaving Bow, meaning I managed all bar fifteen - 344, 348, 350, 354, 356, 361, 363, 364, 376, 379, 380, 383-5 and 391.
Barking is a better fit for me as a driver - better routes for a start - so fingers crossed it works out!
My first week at Barking's ticklist is as follows...
Enviro 400MMC
10319, 10321, 10324, 10326, 10328
Enviro 400MMC Hybrid
12399
Enviro 400 'Classic'
10174, 19773, 19775, 19783
Enviro 200MMC
36632, 36638
 
Not got a laptop down here so another (small) phone camera dump is all I can offer!
 
Next update... whenever, if anyone is still interested in the London split saga?

Not to hex you, but if the accelerator goes on old school stuff it's quick and easy to disconnect the choke cable and substitute for the accelerator and enjoy (limited) hand throttle fun.  If you're even closer to home, just tweak up the idle speed and drive it like that. 

This is my dads Lna that he’s owned for at least  20 years . It spent very little time on the road in those years but I can remember myself using it as a daily for a few months but it’s mainly been kept in dry storage while dad tinkers with it with varying degrees of success .
Fast forward until a month or two ago when it was dragged out of storage and transported to my brothers field . Who then lost the keys .
After removing the steering lock ( carefully as I’m not exactly tripping over new ones for lnas 😂) I then found the service book with the bloody key numbers on . A local locksmith cut me a new ign and boot key for £15 . Legend ! 
 
A quick look over on the ramp reveals it’s still bloody solid and I don’t think it’s had or going to need any welding . The paint is well worn and it has surface rust on it but an ideal candidate for an oily rag resto I reckon . 
 
Well blow me down - a quick suck through of fuel from the tank , hook up a fresh battery and she fires straight up . I do remember dad fitting and NOS carb to it a few years back .
The original idea was my wife was going ti use this as her daily when the lease E Up goes back but I can’t see her liking the experience after a modern electric car but time will tell .
Why a sad tale ?
About 7 years ago dad was diagnosed with dementia and is going downhill quite rapidly now . But he still asks about the LNA ( and the Mk1 BX ) 
So I’m looking forward to taking him out , maybe to a few car shows , in it when it’s on the road .
Must stop looking at the subframe design and thinking it would make a bloody good trials car tho 😂
I’ll get some more pics today ! 

Its a dying  art but not dead , I work for an electrical rewinders and we do tonnes of stuff for the military , plus  old car stuff going right back to the 20s , yeh we rewind almost zero mains motors nowadays ( cheap Chinese inports killed that off ) but anything rare / not available new or just plain obsolete still  gets done . Plus I rewind all the bits for my 60s cars - starter , wiper motor  plus upgrade alternators --- we are still about 

humber super snipe 1963 barn find classic collectors car garaged in 1991 | eBay

Cheap roller.
https://www.carandclassic.com/l/C1650514

“Here is a rare and unique opportunity to own one of the last Rover prototype/development cars.”
 
https://www.ebay.co.uk/itm/134762219834?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=lR2cTs3CS4a&sssrc=4429486&ssuid=-eRaamdLQUe&var=&widget_ver=artemis&media=COPY

Jaguars  from all eras do tend to have something rather special about them. But fashion-tax isn't one of those things.  No, a genuine Autoshiter  appreciates those car's virtues but doesn't need to prove him or her-self with a snarling key fob slung face upright onto the bar.   We prefer the less ostentatious (..a very big word for this time of day !) and are even prepared to sacrifice hours, upon hours of kneeling before said beast cleaning its chromed wire wheels.  Similarly we don't need a motor which is twice the size of the next mans, we're very happy with something a little more modest ..wihich offers better access.  
In the good old days, before decent rust proofing and stainless steel exhaust systems, LED lighting and Sat nav's - it was often said that Bank robbers preferred Jaguars  as their get-away cars,  while others suggested a better class of jeweller prefer the somewhat more nimble Daimler.  Whether this was true or not - I'm too young to know ..but there is surely an element of truth in it.  And certainly our finest constabulary did use the Daimler SP250 with its 2.5ltr V8 engine to combat very naughty motorist of the day.  
In truth, during the 1960's there weren't many production cars that could top 125mph, to keep up with a Triumph T120 or Triton cafe-racer motorcycles.   Irony upon irony, is that the  Daimler's 2 1⁄2 ltr short-stroke V8 140bhp hemi, produced between 1959 & 1969, was designed by Edward Turner. This being the very same most capable & talented Edward Turner - who was resonsible for the Triumph parallel twin motorcycle engine ..apparently It takes one to catch one.   Oddly, Turner is best remembered as being a Triumph Motorcycle designer, and yet Daimler was owned by Triumph's competitor.. BSA.  as it happens, corporate politics, inflated egos and bad tempers had senior Engineers and even Heads of Division move from one company to another and then back again, as if children on a merry-go-round. 
Sir Bernard Docker, Chairman of the BSA group, who had done so much to build Daimler's post war status, had fallen out-of-favour with the aristocratic classes, and In 1956 BSA's committee voted he be replaced by Jack Sangster. Jack was first & foremost a motorcycle man, and under his leadership the BSA and Ariel motorcycle division grew stronger than ever, but the Daimler brand had shrunk to, in 1959–1960, represent just 15% of BSA group's turnover. Their management were open to negotiation when Jaguar needed factory space and machine shop facilities to expand their own production. And so Jaguar bought 'Daimler' in May 1960. Amongst other very worthwhile divisions, along with it came the Sp250 and Edward Turner's potent little V8 engine. 
Where am I going with all this ?   Well, I've just bought an old & rather scruffy Daimler V8.   No, it's not the fibreglass-bodied droop-nosed SP250 (aka Dart ) gentleman's sports car, but it does utilise the very same power plant. The title of this forum topic 'Grace, Pace and Space'  gives a clue.  
Launched late in 1962 - the Daimler 2 1⁄2 saloon car was an up-market but less sporty Mk.II Jaguar. The marketing of Daimler was aimed at the sporting gentleman, whereas Jaguar's racing heritage and popular press was more appealing to many a closet maverick.  Daimler's dealers had called for a new mid-range, more fashionable model to replace the Daimler Conquest, and so Jaguar obliged by dropping the exceptionally smooth V8 2 1⁄2 ltr  into their new Mk.II rolling body-shell.   For Jaguar who were always keen to increase production numbers for sake of reducing unit cost - the Daimler was easy. Aside from the Daimler engine, along with a twin exhaust system and automatic gearbox, the car was simply a MK.2 Jaguar ..badge engineered with the scrolled D.  The quality of wood veneer, leather and carpets was always best for the Daimler and its standard specification included most things that were optional on its cheaper sibling.  Beautifully opalescent paint finishes, for example, were very much more Daimler than Jaguar. The Daimler (automatic) was road tested to 112 mph, whereas the Jaguar 2.4 couldn't quite manage the ton. Even today, that isn't something Jaguar enthusiasts boast about, but even back in the day - very few (contemporary) road tests of the 2.4 were granted.!  Later on, this engine recieved the straight-port head off the xk150 3.4 litre, which boosted its performance to 133bhp ..so close to that of the Daimler V8. The Daimler engine was never uprated.
Edward Turner's 2 1⁄2 litre V8 (note ; always referred to as the 2 1⁄2 litre, rather than Jaguar's rather vulgar decimalisation of 2-point-4, 3-point-4, or 3-point-8 ) is a short-block engine with 90 degree cylinder banks. Its block is in cast iron (which is very stable) and the cylinder heads (interchangeable / not handed) are cast alumnium (much lighter than iron).  The two rocker covers and volumous sump are likewise in alumnium.  The broad V8 layout is both good for balancing vibration and it has a low centre of gravity. The space inbetween the two cylinder heads accomdates the single camshaft, the twin SU carburettors and their twisty inlet manifold (again in alumnium), the distributor and the dynamo (later cars have an alternator). The exhaust manifolds simply drop down either outside of the block. Being a short stroke engine (76mm bore x 70mm stroke) the engine isn't overly wide, and with its short length it's compact and relatively lightweight. Access for maintenance is then easier than with jaguar's straight six.
The Jaguar straight six, which I personally see as being one of the most beautiful engines ever designed, is long, tall and heavy.  It's not as smooth (vibration) as the V8, and capacity-for-capacity is not so powerful nor as torquey.  And the weight distribution of the straight six cars is (detrimentally) further forward. That forwardness also makes removing its sump awkward, as the front suspension subframe has to be dropped first.  Btw the Jaguars, by necessity, have stiffer front suspension springs than the Daimler, and although each have anti-roll-bars the Daimler offers the more compliant ride. The brakes on the Jaguar and Daimler are the same - disc on all four wheels, which are excellent.  The Jaguar 2.4 has an inch shorter stroke than its big brothers, and so is less tall and lighter than them (so has slightly better-balanced handling).  But the bottom line is that ; the V8 small saloon is a different creature to the macho beast. As an alpha-male I'm attracted to the Jaguar but as an engineer ..despite loving the look of that double-overhead camshaft Jag engine, I prefer the Daimler.  And as a driver I prefer a car which handles better and has a smooth power curve, over a car that offers grunt.  Everyone to their own huh !
By 1967 Jaguar were facing increasingly keen competition, Leyland incorporated Triumph and Rover (each highly regarded brands) and, along with amalgamated production resources, their bean counters were getting good at streamlining and improved value. The P6 and the Triumph 2500 (with PI in the pipeline), along with various other competitors were sleeker looking than Jaguar-Daimler's heavy bumpers cars, and their interiors were fashionable and easier to maintain. To top it all there was a Rover V8 in the pipeline. Jaguar responded by face-lifting its small saloon models in line with their flagship models, the S-type and the Mk.10.   Although usually only attributed to cost cutting - this was equally an exercise in revised styling and weight savings. The slim bumers are a fraction the weight of the old heavy ones, and even the change to Ambla upholstery and less sound deadening offered useful weight savings. Even the tool-box changed from steel to plastic. The XJ6 was under development but until that was ready - Jaguar had a reputation to maintain.  So when the Rover P6 was introduced with the 3.5 litre V8 engine, the face lifted 3.4 Jaguar was still quicker ..and it was advertised at a 15% lower manufacturer's-recommended-price (which corresponded to further savings in purchase tax). 
The new slimmer models under the Jaguar brand were of course named the 240 and the 340. The latter is arguably the best of the Mk.II jaguars although many classic car enthusiasts still prefer the look of the heavy bumper cars.  The Daimler was likewise lightened in both looks and bumper weight, and rebadged as the 250. Leather seats however remained standard, as did the two spot lights under the headlamps (replaced by 'horn-grilles' on the Jags). The timber veneer remained a better quality, likewise their carpets and sound insulation. As before, several items which were standard on the Daimler were optional extras on the Jaguar.  Each had the option of wire wheels, but I believe the Daimlers were always chrome plated rather than painted.   With this model change also came the (lower cost) option of a manual gearbox on the Daimler V8. It's the same unit as used on the Jaguar 2.4 , and likewise came with the option of an overdrive (on top gear only).  Just 750 manual cars were built, 700 of those with the overdrive. Final diff ratios were altered to suit. Total production of both the Daimler 2 1⁄2 and the 250 was 17,880.  Production of the latter continued until July 1969 when superceded by the Sovereign.  Btw., even the Triumph Mk.II 2·5 PI produced 124 bhp(DIN) @5500rpm ..but being lighter it was just as quick as the Daimler V8.
On January 11th 1968 .. this car was first registered. . .
....


I'm sure the eagle-eyed amongst you will have noticed that this particular 250 is not an automatic.
Even after the Jaguars 240 and 340 were introduced with slim and lighter-weight bumpers and Ambla seat coverings, the Daimler retained leather.

Small but significant, the twin exhaust pipes and badging of the V8.
Although much scruffier than she appears in these photos - that equated to her being affordable.  Otherwise she seems pretty solid including the crows feet. The jacking points were replaced by a Leicestershire Jaguar-specalist just a couple of years ago, sills are solid, tyres are good, exhaust is stainless, odometer mileage is c. 88,700 which is backed up by the last 25 years of MOT's, and she drives well.
I think, because the Lincolnshire registration doesn't inspire anything better, I'll name her 'Midnight'
I got her home today and am looking forward to tinkering.
Pete
 

Rough and LOUD Roller. £1,595 BIN.
https://www.ebay.co.uk/itm/186129206539?hash=item2b562a4d0b:g:q58AAOSwMIJlMrdQ

https://www.facebook.com/marketplace/item/2031607467186728/

So begins the least favourite task of the DIY Audi owner... we'll, other than using the indicators that is!
I've one knackered balljoint on the top rear arm,  to replace that arm means taking out the big shit bolt, I believe one of the resident A6 owners has had fun with that recently?
Anyway,  home from walking the mutts after work and it's game on.
I've a fairly standard heat gun, much like your dad would use to fill the house with melted gloss fumes on a Sunday afternoon before repainting the door frames.
Aim heat here: mostly in the slots around balljoints to start.  We're going to need plenty of heat and a lot of patience. 

Time check?  The arms aren't coming until tomorrow so there are definitely no prizes for rushing this bit.

Hands free mode whilst I went and chose some weapons,  we're ten minutes in already.

Keep trying the bolt head, we aren't using brute force yet, just a small amount of even pressure to see what, if anything, gives.

 
At this point everything is getting hot to the touch, I've tried turnjng the bolt and although there is a bit of movement at the head end, the threads have stayed put.  This being the case, my nipsy is twitching like a rabbit's nose,  and I've go for leathering the end of the bolt with a hammer and punch and an SDS drill with punch head.
None of this has helped and so we go back to heating the area.

The aluminium now is almost too hot to touch, and I've resigned myself to replacing both arms so the boots can be ignored.
The bolt now creaks when pressure is applied, so time to break out the impact gun...
 
Woo and indeed Hoo! It all moves!
Using a smaller spanner under the head of the bolt and making use of the residual heat, I keep hard on the buzz gun and draw the bolt in and out until the bond is fully broken.
Final score on the doors:

Lots of heat, lots of patience.
 
Bolt out in one piece:

I shall put a new one in with the replacement arms,  but for now I've a bomb site to attend to!

 
 

Right then, this is the ex @SmokinWaffle and @StinkwheelBX that was free in the summer but I paid £250 for last month. Im not too much of a story teller but want to show what's been done and any updates etc for those interested. I've not owned a Citroen for 15 years and that was a *normal one so jumped at the chance to save this beauty. She was rough, slammed to the ground and left everywhere covered in LHM piss. When @SmokinWaffle messaged to say he was struggling to get it off his drive I honestly thought what the f*@k have I let myself in for 😆 
@worldofceri delivered her on time and was very helpful throughout, almost like hes done it before. 

And a huge relief when it fit into the garage fine 

I'd been briefed the leaks were likely plastic return pipes which they were but also weren't. First tackled the "small octopus" which handles all the return lines and literally disintegrated on contact. 
Managed to bodge improvise a repair until a more permanent solution be found. Not pretty but it's done the job. The next leak was found to be the NSR brake pipe which was sourced for about £40 from ebay and got this fitted. Surprisingly straight forward to do! 

All fitted along with a few return pipes I thought I was home and dry, filled her with LHM and up went the front end shortly followed by the back. Brilliant until......another pipe burst. This was a long front to back line and covered a load of the cars underside aswell as the garage floor. 
Was a bit disheartened as the price of this pipe seemed to be anything from £65 up to £138 which had me questioning if it was worth doing. I managed to find a local Citroen specialist near me and asked if he could help. He made up a pipe for me while I waited with right flares and connectors for £15, absolute hero. 
I fitted it back home no problem and was certainly a lot easier than taking it off.
She's now able to rise and fall and without drenching everything in LHM....yessssss 
Next up was the nicer to do bits, x2 tyres which were included were fitted 
Door lock and card replaced easily enough and inside looking much nicer now although the ICE probably isn't up to much - a job for another day 


Did a mini service on here, probably at least 8/9 years since she's had new oil and filters so had to be done. Definately looked ready.

Sounds like she's running alright tho....
https://youtu.be/NEQMb4BUzv4?si=AGBXNIWV9FZuz6zd
Had an interesting time sorting out some bodgery in the rear light clusters mainly due to when the towbar was fitted. Dad thankfully helped fix a couple of connections I couldn't manage to trace the fault. Changed a few bulbs, cleaned up connections etc and a bulb board. Here is the donor car at the specialists (new best friend) I mentioned earlier...🤣


I was warned about a bad clutch cable/clutch but adjusted the bite point and seems to be holding up at the moment.
After sorting out a washer jet for her I booked an MOT and packed a few breakdown essentials. 


Only a short distance to the garage but noticed a blow from the exhaust unfortunately en route. We stopped for fuel and love the way she looks back out in the wild again
I've never seen the boys show so much interest in a car going for an MOT....😬


All was going well until we found a bearing/Bush loose but not the end of the world so....

After 8/9 years in a barn to only need a bush, exhaust patch and brakes adjusting I'll take it. Absolutely buzzing 🥲
Booked in with my Citroen guy on Wednesday so should have some news by end of week fingers crossed 🤞 

£1500 🤔
https://www.facebook.com/marketplace/item/1660403427773761/

Here's the full story, I hope @HMC does not mind a brief thread highjack...
 
As mentioned earlier on in the thread, I've wanted a post-war Lanchester Fourteen for ages. But they'd always been outside my budget, and I've also been a bit unsure that I would like the 1950s driving experience they offer. The Conquest is, of course, a facelifted Fourteen and the Century model comes with an engine which allows it to (just about) keep up with modern traffic.
So when HMC's Daimler came up for sale at an affordable price, it was impossible for me to resist. Messages were exchanged and a swap with his/my ADO16 was agreed.
HMC forewarned me that the Daimler had been temperamental, and suggested it would be wise to transport rather than drive her back to Chez Fraud. Being a complete idiot, I ignored his warnings, and this morning set off for Tavistock in the ADO16 with a plan to drive the Daimler back to base.
After a most pleasant chat, meeting Duggy_HMC, and an exchange of keys and V5s, I set off. Three miles later, breakdown number 1 occurred :

The Daimler began misfiring heavily under load, the engine stopped, and couldn't be restarted. A prolonged and incredibly frustrating call to my breakdown assistance provider followed, when I was basically told that they would be doing me a favour to send someone out, and it would take at least 2-3 hours for them to come and "assess" the car.
Having nothing better to do, and with a full toolkit and some consumables in the boot, I made my own assessment and replaced the condenser with a spare. I turned the key and the Daimler fired into life instantly. I did a little dance, cancelled the breakdown call out, and set off again.
The car ran nicely and I made good progress until I somehow managed to make a wrong turn and ended up in stop-start traffic in the centre of Exeter. The Daimler performed admirably for a good half hour, then the misfire returned and I just about managed to limp it onto the pavement before it died and wouldn't restart. Splendid, breakdown number 2.
This time I rang my classic insurer, who offer their own breakdown assistance. It was a totally different experience to my "mainstream" provider, I got a most helpful call handler and 45 minutes later an AA patrol van (sub-contracted, naturally) turned up. Typically, in the AA man's presence, the Daimler started first turn of the key and settled to a nice, steady idle. Bloody thing !
I was now suspecting a failing coil, but AA man told me he was not carrying a spare (outrageous !), and by this time all local motor factors had shut. So I set off again, resigned to the fact that breakdown number 3 could well occur. Only it didn't, and the old beast got me back to base without any further issue :

Hooray ! Now time to start fixing things...

Hendon Banger Racing Team

Good-ish news!  The retest was passed today so we have another 12 months MoT on the Maestro and now it can go up for sale.
I didn't realise they could put extra advisories on a pass sheet for a retest but maybe they can since they relate to the work done to sort out the previous fail sheet.
For the inner sill at the back of the passenger side I got:
Suspension component mounting area covered in underseal - yes, because I welded up the hole and it's underneath the car, it's not excessive quantities, that's just how you do it. Subframe mounting repair covered in underseal - yes, because I welded up the hole and it's underneath the car, it's not excessive quantities, that's just how you do it. And for the replacement brake hose I got:
Nearside Rear brake hose loose in mount - which it might be but I did my best with what I had, there's no special clip present and one didn't come with the hose so I re-used the clamp holding the previous pipe in. Anyway, other than that the sill repairs passed muster and emissions eventually came down to CO of 3.3% and HC of 386ppm.  That CO reading is still quite high.
 
To celebrate, the car decided to behave like it's running on three cylinders on the way home.  As far as I'm aware the garage didn't make any adjustments to the carb but I think I know the culprit with this.  I put my spark plug testers on which show all four cylinders are getting spark *but* I also got a little zap from one plug lead so I suspect a plug lead has just decided to start breaking down.  I'll throw some new leads and plugs on and see if that sorts it out when I also do the coolant and oil change pre-sale.
What this means is the Maestro is available to purchase RIGHT NOW, along with some spare parts.  I'd like £950 for it as it stands, and for the new owner to be aware that putting a pair of outer sills on it would be sensible, repainting the whole car wouldn't, and that it really should just be enjoyed as a bit of a survivor representative of the sort of down-at-heel stuff you'd see plying their trade in the 90s.

https://www.ebay.co.uk/itm/145334766141?hash=item21d6a08a3d:g:ID4AAOSwzEtlGBZa

This is a very strange advert, a nearly new car in the classic section. No mention of the car but it is an XF in a good colour with a good colour interior and long MOT. Not even silly mileage. For a modern car this is very respectable and could be a bargain.
https://www.ebay.co.uk/itm/204480734065?hash=item2f9c006371:g:lHcAAOSwn3dlEu8J&amdata=enc%3AAQAIAAAA4Mh2UpOfFhG%2B64NaGP6W%2FkmAskGKRM1CLB0%2BUNZ4%2FEKrbzK32sdmiBULw42TlO8RsdgW0sq5t%2BxH1YPeOevwT%2FRcWKEVJdPhue%2BFNomRxqfVVM3kkWZPSOex5rSAuzN%2B1TP%2BloUQqDmKqYde%2BX2AVqZSMUi7ht7vnW4uX5C9rGO%2BUV4x9BzctQRFa67N8YgFWBHT8yqV1O8261RHwYy5fPGEHZnFVE0PWiRy9eXwKuT58%2BQXbjvatamxiI6OK1MC%2FrStyMWaIQti57Y6kUtNMWHo7jgzD%2B2o6xlZOLB7%2FT1y|tkp%3ABk9SR5rqqdvcYg
This is probably the best picture! Wait until you see the main picture! They really don’t want to get the best price for this.
 

I also rearranged the wipers, as they had been fitted wonky. One up, one down. Now looking much straighter. 
 

 
not a bad looking motor really. Going to try and wash it tomorrow. 
 

In, what I can only consider, a moment of madness, I picked up this over the weekend....

Its a W126 300SE, so straight six rather than V8, although it seems to go well enough. It seems solid structurally, with just a tiny bit of bubbling on the leading edge of the front wings. The previous owner made the car out to be much worse that it actually is. Mechanically it's going to need a water pump, which was supplied, as it has a very slight weep. It's done 127k which seems to be backed up by the MOT history.
It has previously been a total loss, but has passed a VIC, so assume it was a while ago. Only evidence of damage is the front OS corner, as the bumper and trim beneath the headlight is a tad mangled. 
Exterior has many many car park dings, which is flagging it, to me anyway, as a probable ex London car. The bonnet has bloom in the paint. 
Panel gaps are all good.
The interior is cloth, which I prefer, and in reasonably good shape, the rear is especially clean. There are a few bits of trim that need replacing. It's missing the gunsite, so a chineseium ebay special has been ordered. 
It drives pretty well, in a floaty yacht like fashion. The last 'big car' I had was a Jag XJ8, and I didn't expect this to be as comfortable or planted as that. I wasn't wrong. 
Things that don't:
Rear Windows, They look like they probably haven't been used in a very long time, so will probably need 'unsticking'.
Central Locking, This has the vacuum powered system, but also what is probably defuct aftermarket 'Toad' alarm. This needs investigating as it's a reach to the passenger door.
 
Will I keep it? unsure. But it's been pressed into daily duties to see if I can cope with the fuel consumption, and to see if it fails to proceed. 
 
 
 

Become a Ford specialist overnight with your wall of 'special tools'
https://www.ebay.co.uk/itm/144766060745?

56k miles, MOT until May, £300:
https://www.gumtree.com/p/rover/rover-220-black-5-door-super-condition/1465871030