Jump to content


Full Members
  • Posts

  • Joined

  • Last visited

  • Days Won


Everything posted by forddeliveryboy

  1. Were they galvanising these cars? - they seem very rot-resistant. £7-800 perhaps isn't awful given how young you are, the speed of the car and the fact it would demolish most modern houses in a crash. I remember things improved for me over 25.
  2. Looks a cracking buy, is there no classic insurance available?
  3. 2000 miles with no FTP? It's not broken, those fault codes are just the car having a chat with you. One of the loveliest engines ever.
  4. It does - the whole thing works very well and even runs on veg sometimes I'm told.
  5. Generally reckoned to be the 4x4 to have, if you must, and want to use it mainly on the road. If I had a trailer which needed towing across wet fields I'd have one of these too. They're cheap to run compared with other 4x4s and 300k miles isn't unheard of. Plus sitting higher than the next man is a decent improvement in safety of you live on M-ways, but if this trend upwards continues then it'll be the guy in his Honda Beat who can see furthest. If it's anywhere near as good as a similarly ancient V70 D5 then it'll be a good buy, glwts. It did occur to me there's one scenario when something narrow could avoid a collision something wide couldn't. In fact, a cuz remarked on this having had a head on in an X5. "ironic I'd have been able to avoid it in a 2cv". Then I pointed out he wouldn't have been travelling at 75 on the long uphill, so he wouldn't have needed to. Yet another case for the old Douvrin Suitcase.
  6. Twas a '54 BL, so the old Perfo engine with white metal bearings. The gearbox was the third and latest iteration, so the strongest (so a rivet-counter informed me). I bought it cheaply (for a little under half of what good ones were fetching), the paint was patchy, the clutch juddered and the interior original and worn. It had been over-polished and driven carefully by its English owner - 50mph tops, and he expressed some doubt over the condition of the engine. Having changed the engine and box oils, I took a slight risk and steadily worked it harder. It was clearly well-gummed and carboned up but what was this hiding? I'd worked out it'd gone round the clock at least twice, probably three times, compression rose amazingly to near-new levels on all four cylinders but the main bearings felt slightly loose on a cold engine. I learned to warm it up at low to medium revs and not tool along at 70 with a tailwind/light throttle for extended periods with the engine spinning fast but cooling and so shrinking - it was 60-65 or 75+. On the flat with no wind, it would sit at a genuine 85 (the exhaust had improved this a lot). It served me well, I'll never forget the flat out run back from Hampshire. Here's one which could go for little money, https://www.ebay.co.uk/itm/183565110101 Whether it's worth it all depends on what's missing, where the body needs work, and how much. But never forget there are plenty out there at £10k+ which look smart but would, in my book, be better described as spares/repair.
  7. With that approach you're less likely to go too far wrong. Keep it as standard as possible is my tack, I've watched too many spend hours and hours and £thousands in ruining what was originally a pleasant old car. I'm not sure I'd want 80hp+ in a TA without uprating the gearbox, brakes and suspension at the very least. Which in turn would stress the structure more, and so on. The original 56-60hp (previously 36 or 46) was enough to maintain good progress in modern traffic and made you use and delight in the sweet handling to maintain faster speeds on winding roads. An original engine is lighter, smoother (lower compression ratio) and sounds sweeter in my experience. Those with later DS engines have a little less charm, for me. They sound gruffer, vibrate more and deliver the power without the finesse to match the exquisite lines of the body - the ones supplied with the cars in the last two or three years of production are the sweetest, having the lowest CR. With a good quality 15/40 (Total, everytime imo) why should white metal bearings suddenly start to cause problems if they've lasted over 60 years and are still good? But of course, they all want TAs with engines from a D - and values echo this. Given you can pick up a serviceable original engine (with good bearings and running fine) for peanuts and it's a straightforwards job to hoik one out, there are bargains still to be had if you keep your eyes peeled. The larger body of the Normale (rather than the Legere) makes engine and box removal easier.
  8. It didn't feel looser, still newish and snug feeling just less vibration. The bores would have been deglazed and the rings woken up, it carried on for years running really well. 2cv engines would go to sleep if not revved and worked hard, much beyond 60k they wouldn't 'recover' - it was a matter of giving the bores a honing with fine stones then running them 20 miles without the fan on at 55-60, followed by some fresh Total 15/40. Some English drivers still couldn't get out of the habit of treating an engine gently, nor the idea of oil needing replacing every 3-5k.
  9. Big job, introduces lots of new problems which didn't exist with the original lower output - brakes, handling, suspension. The easiest swap is with an early DS engine, but even that requires numerous alterations unless the car's an 11D - from late '55 onwards (and so has the later engine as fitted to the DS and ID). I sold mine to someone I knew, he went on to damage the original engine by using the wrong oil (he ignored advice and rang a vintage oil specialist) and driving unsympathetically then spent four years pulling various engines and combinations of them in and out, hindered by a specialist near Huddersfield who didn't do a proper job with the original head. Which in turn led to the gearbox being damaged by too many revs. Motto - stick with original, do any remedial work properly/don't beat a garage right down on price. Buy what others shy away from, if you don't mind a bit of work or can live with it.
  10. Whispering diesel, they called it. Back when most oil burners were XUDs and other pleasantly-rattling dizzlers were commonplace, these things were quieter than a Peugeot petrol.
  11. A diary could belatedly fund your trip, there's a book just itching to be made from this. Safe travels.
  12. No, much less than that if it's in oily rag condition. Perhaps 4.5k if you're lucky. Cars with original white metal bearing engines are worth a good bit less, but there's nothing wrong with them if they're smooth and not rattling. Yes, the front seat leg room isn't huge by contemporary standards, but re-attaching the seat runners shouldn't be too difficile with flat floors. The brakes and steering are late C20th standard, only the gear change harks back to the pre war days. Roadholding and handling exceeds plenty of moderns, especially in wet condiitons. Even though I'd had mine a couple of years, I was surprised by how well it handled averaging 70mph over a near 300 mile journey, I was expecting to be knackered given I'd driven something from the 1930s.
  13. Yeah, the saloons had conventional springs, but plenty of coupes were self-levelling gas sprung. It's one of the aspects of the estates which made them so truly great when used properly hard. There wasn't much which was better at crossing continents than a six pot 124 estate, back in the 80s and 90s. Used day in day out you grow used to the right foot pedal which at first use make the cars feel near-glacial, but in reality just need getting used to. As does a diesel which only starts to deliver well over 3000rpm, having another 2500k left. With a manual box, the cars feel heavier and more powerful than they really are. The steering is similar - vague, woolly, lacking much feel at lower speeds and with a huge input device, you don't expect how accurate and full of feedback it becomes as you begin to explore the extraordinary high levels of grip. It's a reminder of how things used to be, in the Junkman era - when paying twice the price of a Ford gave you something which offered much more than twice the quality.
  14. This was advertised on the vegoildiesel forum months ago, it's not rotted badly or mechanically dodgy iirc, just leggy and smelly. So a great buy, hopefully - and now two cars riding on compressed Nitrogen, they paid their dues to Citroen then disguised everything to look conventional. If you change the ATF, there's an allen bolt accessed by turning the flywheel round until it's exposed - this drains the TC. Otherwise you're left wondering why it's only taking 20% of the capacity having drained its sump. They'll pump near-lard (and implode the steel fuel tank if it's not venting) but the filter is the issue in cold weather, sited at the front of the engine in the icy blast. Watch out for blowing pump delivery seals by revving it on cold fuel, too. It was MB being ultra-cautious at the time, and perhaps their high-minded old fashioned engineers not understanding why a country with a 70mph speed limit should need to go more than 110mph, which the NA model could sit at all day (but would take a minute or so to return to once slowed).
  15. Ime there are examples of almost all engines which don't run right, either because they weren't run in right or abuse in service (driving too gently for years can be as bad as any other abuse). There can be engines which are crap design but run very nicely because they happened to come off the production lines better than the rest and they've been serviced right. The crappiest engine I've ever driven much was a gf's 1.9D VW on about 90k. It was rough and gutless (more than usual) and I reckoned it hadn't ever been run in properly (home counties lady owner from new previously) so overdue for an oil change I took it up to the Western Isles and worked it properly hard. After that, it ran a good deal more smoothly, pulled harder and felt like a different lump altogether. Trouble being, it's all but impossible to do that with many modern engines without attaching a caravan coz they're so powerful.
  16. American or Traction Avant are all I'd consider prewar. I ran an ex-Paris taxi TA a few years ago complete with old phone numbers a crawled over the sun visors, it was no bother apart from the exhaust which fell off about 10,000 miles in. The owners club one was made from mild steel and not cheap, so for £70 bought some new bits (80s renner iirc) and made up my own with a front silencer as well as rear to improve torque. It was a huge improvement (many old French exhausts are restrictive, for the CV rating) and mpg (32-36) was no worse, despite accelerating faster. It was amazingly capable (including a dash from darkest North Yorkshire to Hampshire and back for a wedding, the return journey took just 3.5 hrs) and apart from oil, grease and a set of tyres it wanted nothing in over 30000 miles.
  17. I enjoyed that post, there's so much bullshit passed around about engine tech. The big fours in otherwise stellar Citroëns were indeed poor by comparison with the rest of the vehicle although I'm not sure that back in the 1960s and 70s anything lasting 300-500k with nothing more than valve clearance adjustments and oil changes should be regarded as abysmal? Perhaps part of the problem was the company producing cars with the 'correct' power - ie just enough for straight, fast French roads. And so not enough for some slow English ones which still drive round field corners just before steep short hills, despite the torque. Even though they were old fashioned, for anyone coming from anything British, the engines alone were wonderful. But yes, compared with the aerodynamics, suspension and braking they were a bit crap.
  18. If the damping valve's central hole lies flush with the surface it enters/exits, bevelling it with a 3-4mm drill bit makes a considerable comfort improvement to s/low-displacement suspension movements (ie lower speeds on smoother roads). I used a splodge of grease and drilled with the sphere upside down to help prevent any swarf ingress. The spheres sold today are a bit of a poor imitation of the originals in some respects; huge care was taken back then to smooth low speed fluid movements to make the ride as perfect as possible, this entry/exit point had its own little bell mouth to prevent turbulent flow to improve low speed ride smoothness.
  19. I'm in the same place as this, so have just forked out for a belt change on the 90s V70 with 215k showing. £110 for a full Gates kit incl. both belts, WP and all the jockeys/tensioners, and £180 for the job. As I see it we've been at the point for a few years where either you buy a car you throwaway the moment it needs more than £30 spending on it or something which is simple but quality (prolly pre-2000) and maintain it. All the same, everything reaches a point where it's at end of useful life - by which time cheap lower mileage examples have long gone. I'm hoping to use this Volvo for another 3 years then buy some ancient Leaf or i3 for everyday tooling about in. Motoring today is one big hassle, unless you live where roads are near-empty and you've room for a workshop and two or three cars parked up for spares. Even for the young, there's little or none of the excitement of the freedom of having your own transport from what I observe today - go sailing (can be dirt cheap) or flying gliders (not as expensive as you might think) if you want transport which has the fun of what used to exist on our roads.
  20. Fastest car I ever had was a dark blue 2 litre 8v turbo Xantia estate, if by fast you mean how little time journeys took, routinely. It vanished under the radar, was comfy enough, quiet, had good enough brakes (once that compression spring under the brake pedal had been replaced with something solid), handled as well as anything else conventionally arranged and had very useable power, all 150hp. Only the numb steering and short squab seats really let it down, the Hydractive of many spheres worked blisteringly well. In contrast, the best part of 300hp in the CX allied with a chassis beyond sublime was so special a car you treated it with reverence, the fukinfast Saab 900 looked so fast nutters in BMWs were always trying to prove the size of their balls whenever it came into sight.
  21. Success! That's the established approach to ownership. A huge problem for the DS and (even more so given its minimalism) the 2cv is the poorer quality of parts available. Original Citroën quality was exceedingly high, from the bolts upwards. Sourcing spares from old cars is by far the best approach, where possible.
  22. As title Plenty of old chod in clips from the past, 'driverless' 505 and S-class, 70s Fiats and more. Classic 60s/70s/80s telly brought up to date with failing links cutting to an empty BBC studio, crazy ideas and more. Supposedly live - is it 1st April already? BBC4, 9-10.30. There's even a pic of an early 80s Celica on the studio wall.
  23. For a long time (pre children and marriage) I wouldn't accept that just because a car was reliable, useful and fun it had to be average, so a Saab "900 Turbo 3S DOHC 16 16v" (twin tone grey B plate) or turbo CXs (S1 with Maikonics upgrades). They were very, very different beasts but both tougher than anything else I've had since, totally reliable (quite something when ~15yo/~150k) as well as economical given the comfort, quality of drive and ludicrous speed. The Saab felt like it'd been hammered together by a gifted Viking blacksmith after the Cit, full of strong character and blisteringly quick on smaller, twisting roads but hard physical work once the turbo started glowing in the twisties. After the Saab, the French car felt as refined and smooth as some elegant Professor of Philosophy at the Sorbonne who usually dressed in comfy jeans, tweed and woolly jumpers but changed seamlessly into her crop-wielding studded leather garb when the circumstances were right. Where the Saab was fast and hard, the CX was as sublimely gentle and accurate at warp-speeds as when tootling along at 90-100. I've no idea what would please me so much today, the only new cars which appeal are the two electric BMWs.
  24. They're one of the few well-built Mercs from the late 90s/early 2000s, according to the MoT man. Nearly bought one three years ago before the V70 turned up. Can't remember how big they are inside, though. That price is spot on if it's been serviced right.
  25. How long before we're importing Africa's cast offs? Not long, if that woman gets her way!
  • Create New...