Bfg

For what it's worth, I owned a fibreglassing business at one time designing and making my own products including kit-cars, and then I worked in yacht design for many years. Fibreglass (GRP / FRP) is of course simply bonding one fibre to another. A few years back I had a confrontation with my Naval Architect bosses because the company (Oyster Yachts) were moving from laminated (effectively built-in) bulkheads and structures to having a hull shell with a webbed frame structure bonded into that. I argued that although this might be 'OK' for coastal day sailing boats - it was a dangerous practice for a company which specialised in quality offshore sailing boats, whose owners might expect their vessel to hold together even when rolled mid-ocean in the most adverse conditions. The issues I explained ..as a staff design-engineer, but not a structural engineer, was that the inside of the hull and the underside of the moulding would have to be so very clean and also scuffed for key - for the adhesive to bond properly. Test bonds and their resultant performance were very different to a production environment. Oyster Yachts were never a large scale manufacturer and so their boat building was akin to cottage industry practices, who subcontracted out their fibreglass production. Quality control would be a significant problem. Then, the adhesive compound would have to be applied to the underside of the flanges of the inner mouldings (which incorporated structural elements like essential stiffening frames and ribs, as well as the footings for structural bulkheads). And this big floppy (freshly made, so still green / not fully cured) moulding would have to be lowered into exact position within the hull. Any slight wandering would swipe the adhesive from where it was meant to be. And lowering the moulding vertically into the curved upwards sides of the hull would also wipe the adhesive from where it was originally applied. For exact positioning the moulding would finally have to be giggled into position, smearing even more adhesive from where it was 'designed' to have been applied. Because the (unskilled) staff would have to oversee this from above, and the adhesive would be under the flanges - even if they cared to, they simply couldn't see if any place had been accidentally wiped of all adhesive - even in crucial places where loading / the bond was most critical. I went on to add that the tolerances necessary for the rough inside of one panel to sit against the rough side of another would have to unduly slack ..not least to allow it to be maneuvered into position when being fitted. But because the 'rough insides' would not be absolutely even, the gap for the adhesive would be dimensionally unpredictable. The ideal amount / depth of adhesive might be 0.5 - 1mm. On the 46 foot boat we were discussing at that time, the hull thickness might possibly vary by 8mm (perhaps quite locally)..due to these being hand laid-up, the laminate counts, the material overlaps, resin to glass content (how much it was rolled), and drain down. As a result, and quite possibly in some places - the hand-applied bead of adhesive might not even touch both hull and inner moulding, and in others the fit would be so tight that all the adhesive would be squeezed out. In either (albeit localised) situation the bond would at best be very weak. So, to compensate (build in a safety margin) there would have to be more flanges to bond to. And the amount of adhesive (both in weight and cost) and the time it took would be counter-productive to the cost savings the process was supposed to introduce. As I say, this may be a different scenario where mass production, trained staff, and/or costly quality assurances are in place. And then for the adhesive not to sit useless ..squeezed out and laying as a bead alongside the flange, it ought to be squeezed back into the joint - similar to what a brick layer does, or else be injected from the side - like when caulking a door frame. But mostly either of these options was impractical because of the flanges would shaped be like the rim of a top hat section, where only the outside of the rim was (sometimes) reachable. Inbetween the top-hats (shaped to be a structural beam) was frequently to be left filled-in ..as a smooth and clean liner to the boat's interior ..so subsequent access to caulk under any of these would be impossible. I also pointed out that all adhesives have a working time, so once committed the task needed to be completed quickly and without break, even if things went tits up. And if it did go wrong then all that adhesive would have be removed and cleaned back so as to start again ..a nasty and very time consuming job ! Worse still was if delayed too long - then the adhesive might start to set before the rest of the moulding was bedded down in position. It could be bedlam.! Again very different to a production facility where that amount of adhesive might be quickly applied by experienced staff, so as to allow more time for positioning and clamping in place. But in an old and dirty boat-shed ..that was darn hot in the summer and bloody freezing and damp in the winter - things might get a little tense.! Furthermore, on such a large scale ; the lb/sq inch fitting-force on those flanges would be 'considerable' ..and yet ought to be relatively even throughout the 40+ foot boat. And because the area of all those flanges added together amounted to several square metres - to squeeze that adhesive to a predetermined depth would be quite massive. So the inner moulding would need to be held and braced securely within a steel jig for its fitting into the hull (..which would still be in its mould), to prevent the inner moulding and its flanges bending out of shape. That would further limit access for seeing what was happening, for checking, and/or for squeezing the adhesive back into the joint. Naturally, as a mere staff-employee, my words of caution were ignored by those with higher status and ego. And I was sidelined to work on boat systems. It appears the practice continued to other models in the range, because in 2015, two and a half years after I was made redundant - the keel fell off a nearly-new Oyster 82 ..in calm weather sailing. Its keel to inner pre-moulded structural-frames moulding joint failed and the vessel very quickly sank. Fortunately the crew got out and, as they were not in the middle of the Southern Ocean, were rescued. Oyster, the company, however floundered and then sank. A very sad state of affairs from what used to be the premier brand in British yachts. - - - I'm not saying one way or the other whether you should do so, but there are many points (above) which you may wish to consider when bonding (non-structural until in an accident) parts of your car together, particularly how to ensure there is enough adhesive within your joints to work. Also how you might handle awkward panels rather than small test pieces, so the gaps are even and not too tightly squeezed. And in particular how to apply / squeeze the adhesive into the gap and then smooth its edges. Smoothing all around the edges is crucial for a strong joint ..because while you may achieve a good bond between the adhesive and each piece of metal, a failure will almost always propagate from a tiny split or hard corner. To better understand this, please consider plastic packaging ..some of which is disproportionately difficult to open. But if there's even a tiny slit or sharp corner of a serration, then once the tear has started it's almost impossible to stop it tearing all the way down. The ground coffee I buy from Aldi is so packaged ..and its tear is unpredictable, so I now only open that over a clean dinner bowl . As it happens.. this conversation is significant to your query about the strength versus a larger bonded surface area : It's only as strong as the weakest split. Materials don't matter so much as you might think. Forged or rolled iron and steel is particularly resilient to splitting - which is why it's such a successful structural material. As are some adhesives like butyl rubber, but most all other materials from the hardest jade (jem-stone) to the floppiest raspberry jelly will split easily once cracked. Some materials like timber, slate, and even woven cotton have a quite predictable direction (of failure) in its structure, whereas many others are far less obvious ..but still once a crack starts it often goes right through. In this respect it's very interesting that a drilled hole can stop a crack from propagating further. The stresses no long work at a molecular level to unzip (split) the material but are led to flow around the hole (where there is no sharp corner or split). A similar situation happens with spot welds, insomuch as if one splits then there is no direct link (crack) to the next. So although the forces might be sufficient to tear several or all spot welds apart - the force needed to tear one is much the same as the next each time (..although once some have come apart the leverage may increase). This is very unlike splitting which happens through a single material. So one of the primary keys to any built-up structure ..whether in fastening or bonding panels together or in designing the next Titanic - is to avoid any place that might focus stresses and be the start of a split, whether that be a rounded bead which instigates what appears to be a failed bond between the adhesive and what is being bonded, a split, a line of weakness, or simply too sharp an inside corner. Of course yield points are also used to good advantage, for example a white-water canoe may be designed to break in half (at the cockpit) rather than trap its occupant when wrapped around a rock. Your further investigations might also go on to encompass chemical, heat, and/or UV breakdown of the adhesive. Often plastic materials go hard and in time go brittle or start to crumble when exposed to prolonged heat soak, certain chemicals, &/or UV ..which in turn leads to their cracking. Other plastic materials seriously soften when exposed to such environments. Decent rubberised products used in the automotive industry are good for six to ten years. Others are 'disappointing'. I'll stop there for now, but possibly this offers something(s) to think about. Bfg.

I'll not argue with that John, but might add that 10 miles is a good trek for ones good lady if the Triumph is all polished up and being shown. And I doubt if the bus service between Duxford and Cambridge is nearly as frequent as in and around Stratford. Perhaps I've been put off though, as the last time I went into Cambridge I was shocked by their car parking prices (..costing me £22 for half a day) and we were actually not that impressed with the town itself ..expensive, the interesting part is surprisingly small and rather dirty, and we had terrible service in a town centre pub-restaurant we waited in.! Conversely, their river-side park and universities (where access is allowed) are lovely, and the university's open air theatre (ironically Shakespeare) was great fun. I'll leave it up to others better qualified to say whether shopping is better in Stratford, Warwick, Leamington &/or Coventry versus Cambridge, or whether Warwick castle and Stratford's boating is more fun for the kids. Personally speaking I would happily spend a week's holiday in Warwickshire, but I'd had enough of Cambridge after a single day. However, although alternative attractions are an important consideration in the choice of such a event - perhaps we're going a little off-topic from Stuart's original post which particularly focused on the shortcomings of the organised event itself, ie., within the grounds, the services and facilities. And aside from the coffee/catering (..and of course Friday's weather) I didn't hear any other voiced complaints during the weekend. Stratford certainly did attract a really excellent turnout of day visitors in their Triumphs - so, very well done. Never was so much owed by so many to so few ..who made it happen. Oh., it sounds like I'm back in Duxford.

. I went to both and thoroughly enjoyed both. But I also concur with most of what Shaun has said about Stratford, and the weather on Friday was dire. The beverages and catering was pitiful and on Saturday I was refused coffee in the bar, even though they had an urn there ..something about judges about to come in. I could have beer or spirits though - so it was farcical. Fortunately because I was camping I was able to self cater. There ought to have been catering nearby the main arena field so that day visitors might get a cuppa when they arrived, many of which came a considerable distance. I'm sure in future years the organisers will attract more catering trucks. But the event would have made a lot more money if they had opened the bring n' buy room as a club-run coffee shop. Likewise (on Sunday) I was refused coffee in there, even though they had the facilities laid out for their own use. I helped a friend put up his trade-stand gazebo on the Saturday morning because he couldn't manage it on the Friday in the rain and strong gusty winds. There were indoor stalls there as well ..but to be honest their limited size and dimly lit spaces did no favours for those trying to present their wares. As a racecourse Stratford is limited in its available indoor space, but I feel sure you can rule Duxford out as a camp-site. Their security and insurance would shriek, and there were no pets allowed. The organisers had to swerve-ball the on-site regulations, even to provide a cup of tea n' cake, likewise the raffle. Furthermore., had last Sunday been sodden then I suspect the Duxford event would have been a wash-out socially and most likely financially too. Stratford isn't the easiest of places to get to, but it is "midlands". As as far as other attractions for a weekend's visit, well my camp neighbour's wife took her bicycle into town and along the river so enjoyed her visit. She enjoyed the second hand store and even bought a wicker picnic basket which she then sold in the bring n' buy for £10 profit.! Quite a few visitors went into restaurants or pubs in town, another couple I spoke to stayed in a guest house. Stratford, Warwick, Leamington Spa, the motorcycle museum and exhibition centre, and even Coventry is a nice place for a couple or family to stay over few more days, but that sort of extension was not possible on the racecourse itself. In all fairness, Duxford air & tank museum is of little interest to many wives / partners, certainly not after the first two hours. And immediately outside Duxford is nice countryside but not a lot else. "So in summary, a marginal success." On the contrary I would say both were a great success - each in its own way. re. Stratford - yes, there is room for improvement but for a first joint club event ..particularly of that scale - I feel it was excellent and went really well. I'm sure next year the catering will be much better and the other points are relatively minor. Btw., each time I went to cross the race track - there were friendly security chaps doing tending to the traffic, which admittedly at times did have a lengthy que, but there were a huge number of cars from both clubs. re. Duxford - I can't see what else they might have done to make it better. Had the weather been awful - then moving into one of the hangers would have been good, but as the weather was superb this year - that wasn't necessary Bfg.

Paul, Any decent machine shop will know what is meant by the directive " light push fit at 20˚ " (room temperature). It's the same as you'd feel when using feeler gauges to set your car's tappets, so 0.010" means just that. ..ie., only just enough for light oil to lubricate. In practice negative tolerance would be nil, and positive tolerance would be anywhere between two and a few tenths-of-a-thou. But if in doubt - I'd suggest you just give the machine shop your rods and quote what it says in the book, followed by the commonplace query "what tolerance would you normally work to ?" Alternatively, buy yourself a small three-leg honing kit, those used for smaller master cylinders are usually the right size, and very inexpensive. Do the honing yourself using a cordless drill. Add light oil to the honing stones (same as you would when sharpening a chisel on a stone) and keep the drill generally in line with the little end's axis and its speed low ..and you ought to do just fine. It's not difficult to do as the stones articulate on their legs to keep everything square ..but of course better to do the honing in small steps until you get the hang of it and make note of how long that particular bearing material takes to cut back. Pete p.s. the gudgeon pin is usually a just little tighter in the piston than in the little end, but again we're only talking of a couple tenth-of-a-thou difference.

That should help fuel economy ! Alas when I dropped in, I hoped Lidl sandblaster was still the topic of conversation but apparently I'm a year behind things (.. so what's new there !). So if anyone hears of a similarly inexpensive but usable sandblaster any time soon, I'd be glad to hear of it. Thanks. Pete

And why not just give those areas a second application ?

. £200 + VAT ? + the toing n' froming the panel to SPL. would seem a lot to me for such a simple and small panel. If you're up to the Ipswich area anytime (perhaps to our local club meeting at the Sorrel Horse) I can give you a jar of phosphoric acid (for free) to take home with you. NB. phosphoric acid is the key ingredient of Jenolite. You can then spot-treat the areas of rust and just d.a. sand where there's good original paint. That paint, and its key to the steel, has worked well for decades, and in many person's opinion is much better than most modern (nanny-state) paints. With any acid treatment - the important part is to neutralise / thoroughly clean all the acid out of the pitting and any overlapped (spot welded) joints ..before sealing that acid in with paint. Personally I would be fearful of applying heat for lead loading with such a thin panel. I just know it would distort. Araldite however is pretty tough stuff for filling a few pin holes. Regarding fillers : Polyester filler is hydroscopic (lets water through) and also shrinks by as much as 5% as it cures ..so is always in tension (which is why it likes to peel off). Best is to use epoxy filler - It's just as easy to use. If you can't find it - look to boat supplies. Likewise most paints are not waterproof, so choose your product well. And perhaps use the £200 for a professional paint job. .. that's just my opinion like. Pete

Very similar but mine is the Berline . . Go on ..you know you want to..

What you need my friend is a Citroen Ami Super ..And I just happen to know of one for sale - to fund my Triumph project .. so all in a good cause like.!

I'm having difficulties with placing a classified advert, even though I am a paid up member. So I've sent it to general inquires., but in the meantime I'll drop it here : 2-man + awning VANGO STELVIO 200 Tent - NEW. Bought for a motorcycling trip which never happened. I put it up on the lawn once simply to learn the arrangement of the poles, and then repacked it ready to go. Never been used. See < https://www.outdoormegastore.co.uk/vango-stelvio-200-tent.html > for specification. For me, I was attracted by the headroom and the double-sided-opening space to use as a shelter for cooking and wet-weather clothing (I'm not so precious about my bike) I'm near Ipswich but can deliver to Stratford Inter-club rally weekend. It cost a bundle when new a couple of years back ..but for a quick sale.. £140 Pete. 01473 785 070. SORRY SOLD VIA EBAY.

Thanks Casper, I really like the Herald. In fact I found myself looking at an advert for an estate version the other day, and then I reminded myself - I just don't have the money. Disappointingly I closed the computer's lid for fear I might drop myself into another intangible position. It looked so sweet (..and practical ) at just £3k too ..but I really mustn't even think about it. I'm not used to expressing my feelings, in writing or otherwise, but firstly I wanted to thank those who were so kind to me, then I wanted to share with other over/under-sized and aging individuals that it is possible to accommodate ourselves in these Triumphs (..Meccano sets can be altered to suit better than most) ..and to have a whole bundle of fun. And then of course to share with you all just how exhilarating it is to find a car which gives just the right amount of feedback and is so responsive. In my case it's sorta like meeting again someone you lost touch with years ago ..and instantly knowing they will become an inseparable best friend (not that that has happened but I'd like it to.) Pete

. Brilliant.., just absolutely bloody brilliant ! I was invited to the Essex branch meeting of the TR register club, held at the Alba pub, Copford, near Colchester on Thursady evening. I only knew one gentleman (Rich) there, but was made as welcome as any old friend might have hoped for. BIG Thank You to all there. I'm not sure exactly how many TR's were there but I believe there was a TR2, a TR3A, a few TR4's, a couple of TR4A's (which is what I'm trying to buy) and then a pair of TR5's, perhaps half a dozen TR6's and just one TR8.. ^ the car sneaking into the photo’s background to the left is not a Triumph. I can't imagine what sort of person drives one of those to a Triumph club meeting.! OK yes I admit ..it's my Citroen Ami Super. ^ Two TR5's parked here along the road. And the equally gorgeous red car parked on the grass is a TR4A with Surrey hardtop fitted. When Rich introduced me to the owner, Mike, as being someone who was buying one, he (Mike) looked up at my broad 6'-5" stature and simply said "you want to try it ?" Well naturally I assumed he meant to sit in the car for size .. "Thanks ..yes that would be great, I would.” Then he handed me the keys and said something to the effect of "better take her down the road then" ! ..and set about adjusting the driver’s seat as far back as it would for me. Well to be honest I had a bit of difficulties getting in. Surprisingly, it wasn't a lack of headroom with the Surrey top on, but it was managing to get my legs and feet in. This car is fitted with Mazda MX5 shallow-bucket seats in leather. In retrospect ; very comfortable and supportive, but these were limited by the runners not going back as far as they might have been. The only way it was possible for me to get in was to exaggeratedly twist my knee under and the around the steering wheel ..fortunately a smaller diameter leather-rimmed one with a nice grip, but unfortunately with very shallow dish so it seems tighter to the dashboard. My leg had to fit between the wheel and the gearbox tunnel's H frame bracing ..and then to press the clutch fully to the floor as I lowered myself into the seat. There was no room in that car for me to slip my size-twelve brogues around the side of or under any pedal. I grabbed and pulled my right knee up towards my chest to clear the relatively short sill. It more easily unfolded again down around the wheel. Once installed I could barely move. Conversely, Mike slipped into the passenger seat as easily as if it were his favourite slippers. My mind zapped with unspoken thoughts of whether it would be possible., let alone responsible for me to even try and drive this immaculate TR4A on a public highway.? The sole of my right shoe was almost exactly the same width as the gap between the brake pedal and the outside face of foot well (Rhd car). And to lift my foot off the clutch was to pull my vastus lateralis tight into the corner of H-frame and the dashboard. Ok, it might just be possible to drive the car ..but what would happen in an emergency situation, would I be able to get a foot onto that brake. ? I later discovered this car has a USB socket fitted just under the dash where my left leg needed to be. Mike uses it for a digital ammeter, but for me it looses an inch or two of space into that corner. My right foot would lift only as far as the pedal was off ..only by ankle movement. Thankfully the throttle movement is relatively short travel. Still that amount of lift is just sufficient to then slip the foot sideways and across to the brake. With the seat in that position, the steering wheel was possibly 12 - 14" off the Michelin tyre I wear ..so not exactly a straight-arm driving position for me. And my right was tight against the padded-roll capping along the top of TR4A doors. I'm not sure Mike appreciated quite how tightly I was installed, but from his perspective I must have seemed like an old cloth sack over-filled with expanding foam. Looking on the bright side of things - I wasn't likely to slide about around corners. ! Here I was face to face with the TR4A's beautiful wooden dashboard and chrome rimmed 5" speedo and rev counter, each situated immediately in front of the driver, with minor instruments clustered central to the car with the black row of switches and ignition below. With a blip of throttle, the motor burst into life. Two and a quarter litres of 4-cylinder long-stroke, and a slightly sporty camshaft - the orchestra was glorious. The exhaust a nicely rounded tone, with a powerfully strong and discernible beat. Very nice indeed. It's been 25 years since I owned / drove a Triumph TR4 ..and momentarily I forgot about their fly-off handbrake. Nevertheless with that politely corrected I set to ease Mike's immaculate car forward across the grass. Of course with most of the TRR group gathered immediately behind us ..watching and listening, with ankle movement only and it being an unfamiliar car.. I stalled it. “It likes a few revs” Mike reassured me. Restarted (..oh I do love the way these engines burst into life) and revs just slightly raised ..the car smoothly eased its way across the grass. Remarkably controllable, easy and compliant, I followed Mike’s prompt and guided her down to the next driveway. Very tentatively I poked the car’s long bonnet out into the road so that I might see around the row of parked cars, and then we were onto the road. I looked to where I was to go and depressed the volume control and we were there. No drama just a firm push of acceleration through the comfortable armchair ..and instant transportation. To where I looked from where I was, every straight and every corner, road positioning was faultless. I wasn’t even thinking, the car just moved itself in an unprecedented manner - reassuring, precise, super quick, fabulous acoustics and yet extraordinarily comfortable. I’ve heard the impression “just think and it would take you there” ..but this was a just matter of looking ..without even time to consciously think, and we were conveyed.! There was no hint of the car’s handling, chassis or rear axle being upset, nor of under or over-steering, nor brakes not doing exactly what they were meant to ..so progressively, despite the road’s undulations, adverse cambers and the sometimes increasingly tightening corners of this tiny little Suffolk back road to nowhere. This car was utterly exhilarating. Now into my sixties, I’ve owned and otherwise driven a number of very nice motorcycles and cars. In fact as a (very much) younger man I used to design, build and drive very quickly, sport cars with a super low c. of g. and a terrific power-to-weight ratio ..and then I moved on (?) to driving decent production cars. Most memorable / favourites were the 850 Norton Commando (motorcycle), the 1147cc MkII Spitfire (car), a 998cc Mini Clubman, a 3.3ltr 7-series BMW, a 911 Porsche, and a few (now classic) Jaguars. And of course I’m well enough versed with (..what used to be) modern cars of the 90’s and hereafter. But somewhere along the line I’d lost the joy of driving. I put this down to restrictive speed limits and traffic, boring motorways, and otherwise sub-conscientiously recognizing that I must have lost the touch in my old age. But after driving Mike’s TR4A I instantly realized that its the cars which have most changed. I’m still that same foolish young man inside this greying outer persona. As a self made businessman I went up-market in the type of car I drove, and as technology and design moved on, the more modern car became so capable and yet so insular that the driver in me was designated passenger doing little more than avoiding other users and giving directions. In truth these modern cars don’t handle and steer so very well as Mike’s 1960’s TR. Indeed their lack of feedback, the roll and easily induced tyre squeal, and the vagueness of the steering and unsupportive seats necessitate you back-off to a safe and controllable, sensible place. In terms of top speed, fuel economy, highway comfort, safety and reliable practicality, ingress and exit - they are a best compromise. But man ! ..they are also nanny state mind-numbingly soul less. From my admittedly short drive, it seems to me that the TR4A can be all absorbing to drive, as you feel everything but the discomfort of vibration and nasty noises. But that ‘feel’ is a direct feedback to the driver. Each and every very slight nudge in the seat of your pants or to your leg, shoulder, or finger tip ..caused by road irregularities or change in direction triggers an instantaneous response of subtle correction to the steering &/or the throttle. There’s no thinking involved it’s purely interactive (although that’s probably too modern a word for it) ..but whatever the word is, there’s a connection to what’s going on at every instant. That’s not easy or relaxed driving, but it sure as hell is FUN. And the car is not so powerful (..as some I have experienced) which toys with you for control. But still., it’s more than adequate for spirited driving, and it looks after you. It let’s you know what’s happening in a calm and collective manner, to trigger your reflex response. And that’s positively stimulating. We returned to the Alma (public house) and the car very quietly sauntered across the grass, back to the TR party. If she were a mare then I think she’d have given a last shake of her mane. I can barely remember such a great drive. I want one ..and I want to head out to find many, many miles of still-unspoilt roads. Getting out of the car seemed much easier than my getting in. And as I later pointed out to Rich, I was surprised that headroom and visibility were not an issue for me, even though the roof was in place. First impressions were that the interior of the car was rattle free, pleasantly quiet of mechanical and/or wind noise and very comfortable, although I suspect I would have liked more room if I were to be stuck in a summer-hot traffic jam. Massive thanks to Mike for his generously allowing me to experience a superb TR4A from the driver’s seat. It reaffirms my decision to own one. Only now I’m a little less patient.! But the story doesn’t end there.. Mike suggested I ask Rich if I might possibly sit in his equally gorgeous ’62 TR4, which is fitted with later (slightly deeper padded) seats ..by way of direct comparison of the seating positions and the fact that the roof was down. Rich was engrossed in conversation but half an hour later cleared a cardboard box out from behind the driver’s seat and invited me to try it. Phew, I was being blown away by these guys kindness to me. As I approached the car he handed me the keys. ..Again I could only have hoped to be allowed to sit in the car, to try it for size, but no, he had placed the box on the passenger seat and encouraged me to take the car for a spin. WOW ! on my own ? “without you ?” accompanying me ? I was anxious. This was huge responsibility. I soon settled into the driver’s seat. With its full size steering wheel it was even further a twisted knee to get my leg around the wheel but without a roof I could stand taller and with the seat being slightly further back (perhaps a couple of inches) ..overall ingress was much easier. Without such things as the aforementioned USB port being fitted to the underside of the dashboard, I had more room to move. Not a lot but still an inch or two when previously there was none feels like liberation ! The right leg was similarly pulled in and unfolded down to the throttle, where I found half an inch clearance between the brake pedal and the side of the footwell - ample ! This seat was only a bit further back than those on Mike’s car but with the seat back's slimmer padding every fraction of an inch helps. Rich helped with the ignition key (a matter of knowing the technique) and then I started her up. What a difference ! ..the audio arrangement peaked to a brief but wonderful crescendo of revs with the sharper tones of a stainless exhaust system. Throttle pickup seemed quicker but in truth I couldn’t say that was fact or just that it sounded so, with the louder tone and it being an open top. It wasn’t at all offensive a sound track, just a very different orchestra with more brass rather than bass guitar. First impressions of Mike’s TR4A was that the clutch was heavy to operate, but perhaps that was because of my being so tightly confined, because I never noticed it as soon as we were on the road. Rich’s TR4 didn’t seem so from the outset. I soon found reverse and eased the car out into the road. Rear visibility wasn’t of course an issue but I was trying to pull out from between parked cars. Someone kindly stepped out into the road to guide me, again I think that was Mike. Thank you Sir. And then I was gone.. I had looked 200 yards down the road and I was there, spot on where I wanted to be ..correctly positioned to see further along the road. It seemed like an instant and the thought crossed my mind that I might have seemed a bit reckless in someone else’s car, so I eased off. The feel of this car was different. No better and no worse than the 4A just different. Perhaps that was because of it being open, the rasp of the exhaust note and the seemingly faster engine pick-up (both cars have lighten flywheels), or just because I felt more anxious about driving someone else superb-condition TR4 for the first time on my own. An oncoming car sped around a corner and seemed very much over the middle of the road to me. The leather sleeve over this steering wheel moved a little as I responded, and then the branches of hedgerow trees seemed a little close. I slowed a little to ‘be sensible’ ..but in truth I was a little too anxious to enjoy this drive as much as I had been with Mike’s quiet reassurance. Mike had been chatting as I drove his car, and I gathered by the tone in his voice that he wasn’t terrified. But now I was driving Rich’s car and if something happened, even if that wasn’t directly my fault, then how the heck might I explain it.? Still it was great fun and exhilarating. Does this car have lighter handling, or was the live rear axle giving a little more feedback on these undulating sometimes adversely cambered unclassified roads ? Just a degree difference in tracking adjustment &/or a few pound in tyre pressure can make things feel lighter, and of course here I was driving solo, so the weight and its distribution was also slightly different. My test drive was too short to ascertain what was what. The word, reputedly from the racing boys, is that the TR4 chassis is better when pushed hard. Perhaps the 4A’s IRS is more forgiving for the novice ..but in skilled hands has lower limits.? Conversely I might just have felt a bit more vulnerable in an open top.? Although I ride motorcycles, I’m trying to remember when I last drove an open top car ? Many years ago it seems. Certainly Rich’s TR4 was more spacious ..both physically and visually airy (..white dashboard, which I do like, and with a very nice almost Wedgewood blue hue to the upholstery) ..and equally as comfortable as the 4A. So I relaxed a little and simply enjoyed the drive, the feel, and this engine’s superb response. I felt an instant rapport with Mike’s 4A but perhaps the TR4 takes a little more getting used, or was it that by now I was just thinking too much and felt someone else’s car in such exemplary condition was too precious to really enjoy ? I returned in a civilized manner and easily turned in to park. The engine ticked over beautifully before I switched off. The handbrake lever in the foot well was (again surprisingly) not an issue for my long legs, and its operation felt perfectly natural to me. I lifted myself out of the car with ease. With the seat runners just another 2” or 3" further back then I don’t think I’ll have issues with living with a TR, but the full-size banjo steering wheel, even though I prefer its look - feels less responsive to drive with. Though it is easier for parking-speed tight maneuvers. All in all - each car is BLOODY FANTASTIC ! ..no doubt it is the car I want. I’m of a freakish size but even with inappropriately wide shoes and restrictive seat runner positions I can drive these cars safely and have more fun than I’ve had (when driving) for very many years. As and when I get my car (..an abandoned-project 4A) I can make things easier for ingress and getting out : the size and dish of the steering wheel, the padded capping on the door, the choice of seat and its runners, clearing the underside of the dashboard, the door handles positions, and the pedal spacing., are the most obvious. All in all the TR is a seat-of-the-pants sports car which is so incredibly capable. My Jaguars were elegant, comfortable, fast and sublime ..but the TR4 / 4A communicates directly with me ..and is just so much fun. Massive thanks to both Rich and Mike for letting me experience their fabulous cars in person. My own car will never be as pristine (..nor so precious) as theirs, but I hope it might achieve similar all-round competence as their cars amply demonstrated. I'm smitten ! Pete .

Just a little food for thoughts .. I used acid cleaning of inner wheel arch panels on my 'other car' and then washed and let them dry thoroughly, before carefully painting them. A year later there's rust colour staining coming out of the sheet metal overlaps. Needless to say it's disappointing as the paint is unbroken and so I can only conclude the acid and subsequent rinse was not 190% dried out of the deepest cracks (panel overlaps). Thinking about this with wheels where the hub overlaps the rim pressing and my reservations may become obvious. However when I did that restoration I didn't have the subsequent experience, and I did my wheels the same way. Painted with Hemple's two-pack paint. Again I have blots of staining coming through the off white finish. Again it's most disappointing after having put a lot of effort into making them look very nice. NB. almost non of the spray-can paints are ' waterproof '. Regarding sand blasting.. Perhaps you are using the term generically, but sand blasting erodes the metal away. Any decent blaster should know to use bead blasting or shell which takes off soft surfaces (like paint and rust) but then peens the steel's surface ..which leaves a much stronger wheel. Again you may be using 'powder coating' as a generic term. Personally I don't like powder coating because it is thick and more often than not the finish is not smooth but is a bit orange peel or blobby. Its thickness implies more protection but I personally don't like the loss of finer definition. Admittedly these details show up much more so on the black powder coated surfaces I see on motorcycle parts. But worse still is - should it get chipped then the coating tends to lift at the edge (perhaps that's because the coating is effectively heat-shrunk onto the metal and so it's pulling back ?). Whatever the reason.. this allows moisture in / under it. And because of the paint's thickness and otherwise quite impervious nature.. the moisture then cannot dry out ..and so corrosion occurs out of sight, progressively creeping further and further under the plastic coating. Even if you catch it when first chipped, then the coating is so thick that any touching up is quite visible, so then it's a matter of multiple coats of touching in or else fine filling before touching up - simply to make it invisible. NB. for obvious reasons, where wheel nuts tightened down should not be a thick layer of coating. Similarly be sure the tyre valve's hole is not closed up with paint. Most sandblasters offer the service of priming what they've blasted clean. In my (most humble !) opinion that's very often a cheap cosmetic finish (although not always if the company is slipping your job in with a high end contract) to make their work look nicer to the paying customer, and to offer very short-term protection from surface corrosion instigated by moisture in the atmosphere. If it is an etching paint then it may serve a purpose, but it is not something to rely on as the best of protection. Being on the other side of the country to yourself there's no point in my recommending the company I use, but I might add - on the same industrial estate is a paint shop which they often work with ..and this is something you might want to ask your own contractor about. For my vintage motorcycle frame I had it bead-blasted and from there it went across the yard to the paint shop who primed it themselves before finishing it in two pack paint to my specification (ie., not too wet looking, so they added a percentage of matting agent). I can't say it was cheap, but then it wasn't silly money either, not least as I want it to last another sixty years and yet the finish is for a concourse vintage motorcycle. Should this paint get chipped then it will not leave such a hard edge which tends to lift, and is also much easier to touch in again. I hope that helps. Pete Sitting in the bath ..only for the paint to harden, as in the winter that is the warmest place in this old farmhouse. (they are from a '74 Citroen Ami-super, which I now have for sale ..to fund a Triumph

. Someone has recommended Hillshipping, so I've also asked them for a price. And...... Yesterday, Sunday I've got a sensible quote back from CFR Rinkens. $595.00: Trucking the vehicle from Little Rock, AR to our terminal in Houston, TX. That's about 450 miles plus $1,225.00: Shipment from our terminal in Houston, TX to port Felixstowe, United Kingdom via shared container and our revolutionary steel loading system. That's about 6100 nautical miles (about 7000 miles). plus optional insurance @ 2% of the replacement cost. plus " Payable to our Agent at the Destination: Handling charges and port fees : 380£ Customs Clearance : Included Import taxes and duties: a. Anything less than 30 years old – 10% Import Duty – 20% VAT b. Anything over 30 years of age – If it meets the criteria can be imported under the historical rate of VAT at 5% and 0% duties You receive 14 days of free storage at our terminal. After 14 days, you will be charged at a rate of $8.00 per day for storage." So all in, about £2000 which is what I had assumed when I bought the car. I had given them overall dimensions and weight with the spare chassis mounted over the car, but their reply made no mention of it so for the time being I'll assume they just accepted my word that it will be securely bolted and so handled as a rolling steering car with a long roof rack. I can live with that but will of course wait to see what the others prices are.

. Today, I'm back on this.. I really hate admin ..but its got to be done.. 1. Schumacher ; Ian Jeffreys <ian@scluk.org> I first wrote on 4th April - no reply. And again two weeks later - no reply. So again today : 25th May 2. Sea Kargo I first wrote on 4th April - no reply So again today : 25th May 3. Ross and Jennifer Lilleker - contact via Jim the transport I first wrote on 5th May - no reply. So a reminder today : 25th May 4. STS were very quick to reply with : £2,200 for sea-freight if I get the car overland to their depot in North Beach, Florida or (possibly) the same from Huston Today, Saturday, 25 May I pulled my digit out and sent details and requested a quote to the following : 5. Global Container Services Limited - Chris 6. US-CustomerService@Cevalogistics.com - My email bounced back saying emails for quotes will not be forwarded. So I sent it to their UK office . . 7. SH-NE-UK-info.uk@Cevalogistics.com 8. info@kingstownshipping.co.uk - 9. rstrohecker@cfrrinkens.com - recommended by Ken (TSSC) I also filled in a quick 60-second Auto quote from 10. www.autocarshippers.com - 60 second quote auto reply was ..they will contact me within 24 hrs. ! I'll let you know how I get on. Pete.

^ excellent ! Hi Pete's mum I was thinking a 'comptometer' was the early tape entering of data onto a computer, but then I thought no, not in 1938 ! ..so I looked it up on Goggle, and of course the word is derived from computate, as in adding, subtraction, multiplication and division ..in short a mechanical calculator.. cool.!

. ..see I'm not the only one to have old number plates hanging in their garage. !! History 101 - Part 3 And the latest news from Raymond we have is this little gem.. Ah, Here's one I was really looking for - the original plate on the nephew's wall Raymond - - -  ----- Forwarded Message ----- From: Smith,T To: "Raymond Sent: Tuesday, February 23, 2010, 10:03:37 AM CST Subject: garage wall Hi Raymond , I am pleased you enjoyed the snapshots of the TR. Attached is a shot of the wall just above my work bench. My wife is a collector. Big into family and local history. Terry - - - My reply to Raymond : Raymond - that's brilliant - Chance's original registration number : DWK 741C I'm not sure it is possible to get the same number back on the car, but I'll make some enquiries as I have just checked on the department of transport website and that number doesn't seem to have been otherwise allocated to another vehicle. It is possible in some instances to buy registration numbers in this country through specialist agents but I've no experience of doing that. And a number like that would probably cost about $250 plus the registration fee. So it's a lot of money for a number ..but it might be nice ! I can also check with the TR register to see if anyone has any record of this car. Again it's unlikely because those who now own TR's weren't driving in 1965 ! ..but it is a good place to start. If the car had been raced or rallied then there might have been a record, but from what I read in your emails that doesn't seem to have been the case with Crawford's Tr4. Might I ask, did you every get an authorised dating certificate for the car.? As I'm sure you are aware ; the registration numbers signify where and when the car was first registered for road use in this country (not where or when it was made). The suffix letter 'C' is for the year 1965, and the second and third prefix letters ' WK ' signify the car was originally registered in Coventry. Canley being a south-western suburb of Coventry, is where the Triumph car factory was until 1980. From what your prior correspondence said ; the car was ordered through a US dealership, but it would appear the car was actually collected by Crawford directly from the factory itself. I wonder if he was privy to a guided tour to see cars being assembled along the line ? I am enjoying this - THANK YOU. Peter - - - from Wikipedia : Canley is known as the site of the main factory of the Standard Motor Company and was all open farmland before 1916. The initial factory was built around ' Ivy Cottage', near the Canley Train Halt and was first used in 1916 to build First World War fighter aircraft. 'Standard' cars were produced there from 1918 onwards. The factory continued to expand over the site throughout the 1920s and most significantly just before the Second World War when two additional Shadow Factories were added. Production of Standard and Triumph cars continued until car production ceased in August 1980 as part of British Leyland's rationalisation, although the Triumph brand survived until 1984 with the last cars being built at other British Leyland factories. Some of the Triumph car factory site was retained as a technical centre until the mid-1990s but was successively demolished thereafter. A commemorative sculpture of the Standard-Triumph badge now stands on the site of the works, on Herald Avenue, close to the Standard Triumph Club, which is now the only remaining building of the industrial complex where thousands of Coventry people once worked."

. My little old Ami has the Citroen GS flat-four 1015cc engine in it, and those engines use an inverted filter with an anti-drain valve in it. I'm advised this is essential with those engines to prevent their O/H camshafts from running dry. From what I understand modern engines have moved on to free spinning roller, needle and ball bearing races in preference to plain bearings and bushes, so the design of oil system is very different and very much more cleverly calibrated. I presume those components with plain bearings are focused in the system's design to accommodate any short lapse in oil pressure. This can be done by focusing high pressure first to those places &/or by dedicated material faces and spiral oil groves ..and of course in closer production tolerances. In contrast to white metal and bronze bushes they are pretty resilient, especial where lightweight synthetic oils with additives and detergents (..that eat bronze) are used. Disclaimer : The last modern engine I rebuilt was a KTM motorcycle engine and the big end & mains were needle rollers, but I have no hands-on knowledge of modern car engines. . Regarding churning the motor over on the starter.. I have to wonder what revs-per-minute that achieves ? Surely, an engine which fires instantly and pumps its oil pressure up and splashes it around very much sooner (the engine not under load, and 'splash' is crucial to lower cylinder lubrication and roller bearings) is less damaging than (relatively) slow and prolonged churning with low oil pressure and hardly any splash.? During which time some petrol / ethanol is sucked in ..perhaps not enough to fire the engine but some to start washing oil from the bores.! Bfg

History 101 - part 2 follow up correspondence . . . it's not about things, it is all about the people. Bfg. - - - Sent: Sunday, October 1, 2006, 9:55:58 AM PDT Subject: Emmett Crawford Morten Recently I heard from Fletcher Veitch (..the Nephew) - that you have my father-in-laws TR4. You can not believe how happy I am to know that the car is still around. In fact, a bunch of us here in Ticonderoga are thrilled. Fletch mentioned that you would like to know a little about Crawford. I could go on forever if you were here but you are not so I’ll just jot down some quick thoughts. After quitting West Point and getting married, Crawford moved to Ticonderoga and decided to buy a sports car. After much research he decided on a Peerless. It wasn’t too long when he discovered that the English had not mastered fiberglass and his cars had to always look good, so he made a deal for the dealer to take the car back and give him a TR3. LOADED. He loved it, so a bit later he sold it to his nephew Fletch, ordered a TR4 out of Rutland, Vt. (Russ Smith Auto), had it shipped to SAH, blue printed, and he flew to England to pick it up. He drove it around to a couple Formula One races and sent it back home. Let me describe Crawford….. Crawford was a big man, wicked smart, eccentric, and when he spoke, you listened. He loved cars, guns, wines, gourmet cooking, astronomy, and reading. He hated improper English but some four letters were quite OK. I am sure I am missing other hobbies of his. He was the 1955 US Muzzle Loading Pistol Champion. During the 1950’s and 60’s, he was know at Watkins Glen for his reciting of poems, songs and jokes. When the British told him that a carb did not fit his Land Rover, he went to his shop and milled a plate that made it fit. His Grandfather led the charge over San Juan Hill, not Roosevelt . It is a fact. Morten Salt ! Sterling Salt ! His relatives. Around Christmas he would drive his Land Rover to Md. , load the back with oysters and seaweed. I would get a call when he got back and we would deliver oysters to friends and relatives. They knew that they had to serve us a good wine or a single malt scotch. I could be made happy with a cheap beer but Crawford educated me differently. After Crawford’s funeral, we all went out to his farmhouse and had a party in his honor. Many people, many drinks, and many many Crawford stories. My wife is looking for pictures of the TR and her father for you but I got anxious. We will keep in touch. AND thank you. Terry Smith - - -

Wow.. there's a great deal of good advice going on here.. Thanks guys

. History 101 . . . it's not about things, it is all about the people. In correspondence with this Tr4A's seller Raymond, I felt he was reluctant to tell me straight what the car's condition was, where things got lost along the way, and how things never worked out. Personally speaking I was disappointed that important aspects of the SAH 'enhancements' which made Chance a bit special - had been lost to the ravages of time or sold on (recycled-up !) but I came to accept that. It's all part of this particular car's history. I wrote to to Raymond to try and explain this, and also the fact that he himself ; Raymond L. Hatfield was now an inseparable part of that car's history. And then how their story is of great interest to the car's new owner (right now that'll be me, but in due course it will be someone else). I reasoned that times change, and what we once had was worth almost nothing.. And in line with the culture of the day we start to play around with things like our old cars. In his case, some 15 or 20 years ago - he hankered for a TR5. So when the original engine needed too much time and money spent on it - he decided to go with the straight-six lump. Thereafter the four-pot engine was kept, but essentially.. dumped in a back corner of the garage. Now me being me, I love the background story - so practically pleaded with him to pass on what he has. This week I received the first of several email correspondences. I thought you might enjoy reading it too.. Bfg. - - - The following ..which appears to be in reply to something Raymond posted on his own website, goes back to 25th August 2006. First Contact .. - - - -----Original Message----- < F. Veitch > wrote:  I know your SAH tuned TR4A - In fact I drove it The day I was married.! The car belonged to my uncle, E. Crawford Morten And he purchased it new in England tuned by SAH. The car was not raced in England, nor while he was the owner. It was a real screamer, I had a stock TR4A-IRS and his ran circles around it. Original color was BRG, and it had Laycock OD. I do have some original photos of the vehicle, Both exterior and under the hood. If you finish the beast and wish to sell it to someone who will care for it as it deserves, please let me know before putting it on the market. Additionally if you know the whereabouts of a TR3-A S/N TS53537-LO or know how to see if it still exists, I would love to know where it is. That was my first TR, also owned by Crawford. I did autocross that one, and it was a world beater! The fastest damned TR I ever drove, and I have had 5. Crawford also had Peerless GT (TR engined) and Herald 1200 (POS). His daughter Christine Morten Smith also had a Spitfire. A real TR family! Regards, Fletch. > Fletcher P. Veitch III - - - -----Original Message----- From: Raymond Sent: Monday, July 10, 2006 08:23 To: Fletcher Veitch Subject: Re: SAH tuned TR4A Hello Fletch, Thank you for writing me, I'm glad to find out additional information on my car, do you have any other details that you could share with me? The stories about it being raced came from the person I bought the car from, and I must admit it bears signs of having been driven hard. Would it be possible to scan any of the pictures you have of the car and send them to me? It would be a great bit of history to add to my website. The car is still BRG at this time, though I am thinking of painting it blue once the restoration is finished. Still has the Laycock OD. The interior is being redone in light tan, which should make it much more comfortable during the Arkansas summers. I did sell the wheels that it had, because I didn't feel I could trust 40 year old mageseium wheels on a daily driver, which is what I plan for the car when it's complete. I don't know anything about the TR3-A, but you could check the TR registry website (www.trregistry.com), they may have it listed if someone owns it. Also, you might join the Vintage Triumph Registry's mailing list and make inquires. It was great hearing from you, and if you have any interesting stories or information concerning Mr. Morten or my TR, I'd love to hear them. Thanks for writing, Raymond - - - < F. Veitch > wrote: Ray, I forwarded your email to Chris Smith who is Crawfords daughter. She may have more information including original purchase stuff. Crawford never raced it, but he was a very fast and skilled driver who used all of the cars capabilities on those lovely New York Adirondack roads. He was a fanatic about car care, so if it was damaged or not maintained it was by someone other than him. When I say fanatic, I mean just that - you had to see it to believe it. My TR3 which I got from him when it was 7 years of age looked and drove like a new car. I probably have 2 pictures which I will try and find and scan for you. The SAH was what the TR4A should have been - My 3 ran circles around my TR4A-IRS untill I ripped out the polution control crap and rejetted the carbs properly. Milage went back up to 27-28 MPG from about 23. Performance greatly enhanced. The 3 still kicked it's ass in an autocross, but that was an exceptional car and it didn't beat it by much. Best regards - good luck with the restoration. It doesn't seem like that car has been around over 40 years.... Fletch - - - -----Original Message----- From: Raymond Sent: Tuesday, July 11, 2006 15:20 To: F. Veitch Subject: RE: SAH tuned TR4A Hi Fletch, Thanks for forwarding my email, one of the things I find fascinating about the car is the history - even with all the missing pieces. I really appreciate you helping to fill in the blanks. One thing I am very curious about the story about how Mr. Morten went to England and purchased the car, including getting the tuning from SAH. My guess was that he was in the service at the time, but it would be great to know what actually happened. I guess it's my turn to fill in the history after that, according to what I've been able to find out : Mr Morten sold the car to Ronnie Van Zuphen (sp?) sometime in the '70s. Ronnie drove it in New York for a number of years (and from your comments apparently abused it quite a bit), Then moved to Tupelo, MS. He continued to drive it, finally taking it off the road around 1980, disassembling it to restore it. That restoration effort never took off. The car was eventually sold to Russ Hepp of Birmingham, AL about 1995. Russ stored the car uncovered behind his restoration shop and never touched it, where it deteriorated quite a bit. I came along in 1999 and bought all the bits and pieces and brought them home. It's been a slow, agonizing process trying to resurrect the car, but I'm getting closer all the time to the day when it'll run again. At least now it's stored out of the weather and not deteriorating any more. I hope to have it running again by this coming spring. Thanks again for writing Raymond - - - - - - - - Message - - - - - From: F. Veitch To: Raymond Sent: Tuesday, July 11, 2006, 2:22:46 PM PDT Subject: RE: SAH tuned TR4A Ray, the SAH was a follow up to my TR3. Let me put things in sequence. Crawford was in the service - he was a Marine on Tinian during WW2 with the first Marine radar fielded. C came from a long line of military officers and West Point grads, his G/father being the longest continuously serving combat officer in the AUSA when he retired. He fought in every war from the opening skirmished of the Civil war through the end, was appointed to West Point, served in Texas and the Arizona territory and the indian wars under Gen Crooke and later in China, the Phillipeans and San Juan PR (Puerto Rico) . He was the combat officer (Br.Gen) who actually led the troops up San Juan hill after their CO was wounded and was unable to continue. (Note, there is no mention of TR there - we have the original transfer of command signed by all parties including TR. (Theodore Roosevelt ) His son retired a Col in the quartermaster corps. With this for a recent military history, you know Crawford was pushed into the Point where he ended flunking out to marry Christine's Mom. He ended up at Parris Island (South Carolina) as a DI (Drill Instructor) and then in the Pacific. He always loved performance cars and the Triumph string began with a Peerless GT, TR-3, Herald (side car) TR4A (SAH) and then a string of Mercedes. He worked for International Paper Co in Ticonderoga NY. He followed racing avidly, used to go to Europe to watch the GPs, and on one of these trips he picked the TR up, having ordered it prior to leaving. Keep me posted Fletch - - - So there we have it. First Contact, where the car was ordered, Chance's First owner and even an obtuse link to the American Presidency, plus second & third owners, and then Raymond.. the present custodian and now seller.. The pieces of its history are coming together ! And is possibly more complete than the car is itself ! Bfg

Ok Colin., I'll keep you informed on one condition too.. that you and others participate. Because there's nowt less motivating than my talking to me self ! Presently I'm looking for bits which I know I'll need ..such as a rocker cover ! My thinking is that I can most likely find used parts in better condition, more cheaply than I can buy for over here in England. The seller has agreed to receive these and drop them into the car for sea freight - so then I'll only pay postage cost within the US and no additional import taxes. I did however find a set of four TR4 steel-wheels on ebay.co.uk so have already bought those. In due course I'll sell the Mustang Bullitt wheels on complete with adapters to fit the TR4 / 4A or TR6. Although I specifically wanted the TR4A ..for its IRS, I personally prefer the less glitzy look of the early TR4, so aside from anything I'll be looking for the early TR3A / TR4 style air filters. Conversely I plan to sell the TR4A's side lights and chrome strip, and most likely a new (solid teak I understand) dashboard panel (LHD), a brand new carpet set (still in packaging) in the beige colour (sorry I do not know the official name for the colour), and possibly the door trim pads and other covered boards. I'm sure there will be other good stuff to be passed on too. If anyone has a TR4 / 4A engine (long or short) kicking around in their garage (that in reality they'll never actually restore and use), then I would consider that as a way to get this car together as quickly as I can. Remember though I'm on a really tight budget and live in East Anglia (for collection within 150 miles say). In the meantime I'm very much on the lookout for overland transport from Arkansas to one of the shipping ports - ANYONE ? pleeease ! ..and then of course the lowest price I can find for sea freight to Felixstowe or nearabouts .. ANYONE consolidating ? Bfg p.s. if anyone is interested in post-war vintage but still very everyday usable motorcycles my advert is < here >

. That was a year that was.. This was the year in which Lyndon Baines Johnson had been sworn in as President of the United States following the assassination of John F. Kennedy (an event which had occurred some 14 months earlier). The same year Sir Winston Churchill’s funeral took place in London. Stanley Mathews played in his last 1st division game, and the unmanned lunar space probe Ranger-8 crashed onto the moon. The USA sent their first 3,500 combat troops to Vietnam and instigates Rolling Thunder (almost 3-years of sustained aerial bombing). While back home in Alabama - State troops lay mercilessly into a peaceful protest march (known as Bloody Sunday). Ironically this happened on the Edmund Pettus Bridge which was named after a former Confederate Brigadier General, and also Grand Wizard of the Alabama Ku Klux Klan. Following graphic television coverage of that event, Lyndon Johnson implemented a Bill of Rights for American Negroes. Russian Cosmonaut Alexei Leonov leaves his spacecraft for 12 minutes to becomes the first man to walk in space. ‘My Fair Lady’ wins 8 Academy Awards, and ‘Mary Poppins’ takes five Oscars. Intelsat-1 communications satellite is deployed - marking a turning point in television, telephone, radio, internet, and military technology. While down on earth - the Pennine Way is officially opened. Racing driver Jim Clark wins the Indianapolis 500, and then goes on to win the Formula one championships. Muhammad Ali knocks out Sonny Liston in a world heavyweight championship rematch, while the Rolling Stones “(I Can't Get No) Satisfaction" is released. The Beatles second movie Help! premieres and they perform the very first ‘stadium concert’ playing before a 55,600 audience at Shea Stadium in New York City. Cigarette advertising is banned on British television, and Singapore is expelled from the Federation of Malaysia. And then recognised as a sovereign nation. After almost two years the Auschwitz War Crimes trials in Frankfurt are concluded. 66 former SS personnel receive life sentences and 15 others receive lesser sentences for their doings. Bob Dylan releases his influential album ‘Highway 61 Revisited’ Incredibly all of the above happened in the first 8 months of that year ..even before Tom & Jerry or the Thunder-Birds were first aired.! But then.., around about this same time a small sports car was sold ..to an American working in England. His name was E. Crawford Morton. And he came from New York State. At that time, he was assigned to work in Britain & Europe for the International Paper Co. of Ticonderoga, NewYork. The year was 1965, and so this particular story starts some 54 years ago. The car he chose was British Racing Green with a light tan coloured hood and leather seats. It was the new independent rear suspension Triumph TR4A. And aside from its Laycock type-A overdrive, and it being a Left hand drive car delivered to a customer in England - it was unexceptional. Well that is as ‘unexceptional’ as any gleamingly brand new TR4 sports car might be ..when owned by a wealthy American living in Britain during the swinging sixties. So, Crawford (as his family liked to call him) took the car to Standard-Triumph’s authorised specialist tuners ; SAH of Leighton Buzzard, Bedfordshire ..for a few ‘enhancements’. Sid A. Hurrell (SAH) had made a name for himself preparing and successfully racing a TR2, indeed his performance tuning parts were used in Triumph’s work’s cars, with aspects of those carried into subsequent production. The Triumph TR2 soon made a name for itself in both club and International racing events, in sprints, hill climbs, and in rallying. SAH had a catalogue of special parts for the Triumph Herald (which made also quite an impact within international rally circles) and Vittesse (competitive in saloon car racing). Parts were developed for the 1300 and 1500cc Triumphs, the Bond, and for the Triumph 2000 and 2500 models. Naturally each model from TR2 onwards were tuned, tweaked and lightened.. If you're not aware of SAH - they later became Triumph-Tune. E. Crawford Morton was a great enthusiast of motor racing and whenever an opportunity arose he would take off to a Grand Prix event ..anywhere across Europe. Apparently he was not only a spectator but according to his nephew Fletch “Crawford never raced that TR, but he was a very fast and skilled driver who used all of the cars capabilities on those lovely New York Adirondack roads” Clearly a man of discernment who also appreciated the advantages of lightweight components in racing &/or in a true seat-of-the-pants sport-cars, because one of the things Crawford really wanted of SAH was a set of their knock-on JA Pearce magnesium-alloy wheels (Magna alloys). A set of these make wire wheels, alloys and even the works perforated-steel wheels appear heavyweight and/or fragile. This is a TR4, so not the same car but coincidentally is in the same colours and with magna wheels. Of course, as the car was to be left with SAH anyway - then the engine might also be tuned, an oil temperature gauge, cooler, and filter fitted. A Girling ‘brake booster’ and addition driving lamps were also fitted. It is believed the engine received a Stage-1 tune : for fast road use. In petrol-head terms that’s raising the TR4A's standard 104bhp to a modest 135bhp - without loosing around town low rev’s driveability. What’s that 30% more power ? This was achieved mainly through camshaft and cylinder-head re-work, carb jetting and filters, ignition electrics, and the standard exhaust manifold being swapped out for SAH’s four branch extractor pipes. It is probable that the engine was also balanced for endurance ..to survive his high-speed jaunts to GP events across Europe. What's certain is that the wheels and tyres selected to transmit this performance potential to the tarmac were of wide profile. And, for road use throughout Europe, that meant the wheel-arches needed extending. Remember we’re talking about a brand new car here. Incredible as it might seem nowadays - Crawford had SAH replace the TR4’s four wings with fibreglass ones. These not only had extended wheel arch brows but I understand saved about 15lb in weight ..off each panel. That weight saving may not seem very much, but from a standing start in a quarter-mile acceleration run ; a 30lb weight saving would equate to 0.1 seconds difference. Again seemingly not worth the effort, but.. with two otherwise identical cars side by side - the lighter one would be 12-foot in front.! And aside from aiding acceleration - such weight saving at the extremities also help to centralise the car’s mass for crisper handling. These Triumphs aren’t a heavy car anyway, the weight distribution is also pretty good on the 4-cyclinder model, and then of course the C of G is very low too. With IRS and a 30% increase in power, and also factoring considerable weight saving in having magnesium-alloy wheels, and a little tweaking of the suspension parts, then we’re beginning to talk about a road car that not only performed exceptionally well but also handled better than most any other on the road at that time. Jaguars and Astons would have had much more power but a lightweight TR might well take the inside track ..and be whole lot more fun as well. Anyway, I’m rambling.. not least because much of this SAH special equipment has been lost to the financial needs of the car’s more recent owner. Unfortunately this car’s history, subsequent to Crawford, is at present a little vague - except that there were three further owners, and what we might gather from a bumper sticker, believed to be a pass to a military installation - dated 1982. So let's fast forward to June 1998 when the present owner - a Mr. Raymond Lucas Hatfield of Little Rock, Arkansas bought this very same TR4A. " I rescued the car from what was basically a junkyard - a garage that had many old cars abandoned behind it. My wife said the I was giving it a 'second chance' at being used, and the name stuck ". Apparently it had been there as junk for years. “ Mr. Crawford passed away before I bought the car, but apparently he told the second owner that he had rallied the car in England for several years before returning to the United States, bringing the car with him. There is evidence on the car that it had been driven hard at some point and suffered some damage ; dents to the frame, some holes and dents in the body. I spoke to the second owner, who states he only drove it on the road until about 1980 when he started tearing it apart to rebuild it. The rebuild stalled and he finally sold it to the individual I bought it from in 1991. There it sat until 1998 when I bought it " The car was bought and so collected from Birmingham, Alabama (some 375 miles away from Little Rock, Arkansas). Unfortunately on the way home, with the car on a tow dolly - it dropped off its rear right wheel. “While loading the TR on the dolly, I noticed that the 'spinner' was missing off the right rear wheel, but thought it of no consequence since I (and the seller) were under the impression that these were bolt-on wheels. In all fairness, I do not recall seeing any part of the spindle showing on that rim to clue any of us to the fact that it was a knock off wheel. … I'm quite sure that all of you know what happened now. I made it from Birmingham, AL to about 50 miles from my home in Arkansas before that wheel came off. As it came off, it tore the fiberglass rear fender off. Fortunately, that was the extent of the damage to the TR, but now I am stuck with the car on the side of the freeway in the middle of the night! " Raymond in his forum posts and in correspondence with myself tells us that the "engine was seized up from being parked in a junkyard for 10 years". In due course the motor was removed from the car and stripped down, with the offending piston released from its bore ..courtesy of a big hammer smashing the cylinder liner. On the four banger TR’s these are wet sleeve (dry on the six cylinder), and rather than simply replace the liners, the owner acquired another short-block TR4 motor. But in his heart of hearts - he hankered for a Triumph TR5 with its smoother and more powerful six cylinder sea anchor. And so is found investigated, on American brit-car forums, the options of a more powerful engine to drop into Chance. V8’s as well as straight-six Toyota and the 2.8 ltr BMW motors were each considered for “a sleeper Vette killer”. At the same time he was also considering selling the overdrive transmission in favour of a modern five-speed box., but after much deliberation he opted to buy a six-cylinder TR6’s engine. In the same transaction came a TR6 chassis - which still appears to be in good shape. The replacement 4-cylinder short-block was sold on, and the original engine remained in bits. Over the past, almost 21 years of present ownership, the car’s Second Chance hasn’t yet come to realisation. The front brake callipers have I’m told been swapped out for Toyota four-pot items, and the rear suspension has modern shock absorbers in place of the original Armstrong lever arm types. Raymond has his own TR enthusiast website which recall some of this car's history (last updated c.2005 ). Unfortunately there is not one photo of the car nor any part of it. Below is a recent photo from the for sale advert to which I replied. The exceptionally lightweight and strong knock-off Magna wheels were sold for $800, to an English guy in 2003. And bolt-on Mustang Bullitt (c.2001 model) aluminium alloys fitted instead. The Englishman who bought the wheels was a Mr. Roger Butt “who then restarted the company and made new wheels on the same pattern. The company he worked for (Rotex Developments) had a factory/warehouse here in Arkansas” Tidbit : Roger Butt was Company Secretary to Osprey Marine Ltd between February ‘94 and March 1998. He was appointed Director of Rotex Developments Ltd (Company status : Dissolved ) in August ‘05, and again appointed Director of J.A. Pearce Engineering Ltd (Company status : Dissolved ) in 2012. The latter is of course the same name as having originally made racing and sports wheels. The car has been stripped out of its interior. I’m told the original leather seats didn’t withstand being out in the elements ..so they have gone in favour of a pair of high-back Mazda Maida seats, not yet fitted. The dashboard timber, light-tan door cards and carpet set have been replaced, but again not refitted. The black steering wheel looks like an SAH one (it’s leather rimmed with slotted aluminium spokes). And little niceties like the SAH embossed ashtray and the engine’s SAH cast-alloy rocker-cover have also gone, as has the car’s oil cooler, temp gauge setup, and quick change filter. Non have been replaced. The fuel tank and under-bonnet space are also stripped out, but most of those parts are with the car, albeit in unknown condition after having been stored for the past 21 years, plus another 10 years " parked in a junkyard". From what I can see in photos and has been discussed in email correspondence with Raymond, around the bulkhead’s battery tray is rusted, as is the lower forward edge of the boot floor and spare wheel well. These have in part been patched by one of the interim owners, as has one sill. Both sills have holes to their inside rear corners, and the floors show sign of nature’s aeration. The paintwork is scruffy, apparently looking better in the photos than in life. And the bumpers, like pretty much everything else, are off the car and have seen brighter days. Most probably there are numerous minor bits missing or beyond repair, but as an optimist - I’ll presume 90% of the car is there and might be reusable, if enough time and money is spent in their recondition. Oh btw., the car is still in Arkansas, which in case you are unaware is 450 miles sorta north of Huston, Texas and similarly from New Orleans. This being west across state from Memphis Tennessee ..so not exactly close to any coastline or shipping port. So, as a largely dismantled non-runner, the overland transport and shipping freight is going to cost £-thousands. However, even factoring in the transport cost - this TR4A is as cheap as I could find (..cheap is a relative term !). And unlike most cars from the States ; it does has an interesting history. Although not at this time paper-documented ; the (three remaining) flared grp wings and other remaining SAH parts, as well as email correspondence from the nephew do confirm the story. Accordingly, a week last Friday I put a bid on it. And then I had a counter offer, which I accepted on condition that he’ll prepare and pack the car (together with the 'spare' chassis) for transport (my proposal below) . Last Monday evening I received an affirmative response. No, I promise to NOT paint this TR4 red.! So there we are, I have to sell a motorcycle or two and my Ami-super but., despite it being ridiculously too small a car for someone as old, or tall and broad as myself (6’-5” with the accumulative effects of gravity for 60++ years) - it is what I hanker for. And if I don’t do it now then I don’t suppose I’ll ever have the chance again. I hope my reckless abandonment of any last remnant of common-sense ..and the consequential issues I’ll have to deal with over the next couple of years will of some passing amusement to you all. In the meantime - my thanks to the Suffolk section of the TSSC who again made me feel very welcome last Tuesday evening. Bfg p.s. As a pushed-into-early-retirement individual (former design engineer) ..this restoration / recommissioning will be on a very tight budget. As mentioned - I'm also very tall, so concessions to those factors override any idea of originality. This will not be a car for the purist as I have no qualms at all in using seats out of a Triumph Herald or else an MG or Austin 7 if they are suitably period styled, available cheaply, and better accommodate my freak-sized frame. If anyone chooses to help me out anywhere along the line - then I'd be incredibly grateful - I'm in Suffolk. Cheers to all !

Thanks Adrian, I do look forward to the day the car can 'drive up on the wee ramps' under its own steam. In the meantime however ..

Thanks Clive and Colin - I appreciate the feedback. Yes I can see what you mean about the cross bars being in the way, both for fitting an exhaust &/or for when under the car yourself. I would only want to lift under a main chassis longitudinal, as I don't believe the car's open-top body tub, nor its floor mountings were designed for that purpose. And in any case the lift would most likely be used when I replace the sills. I wonder if just 800 mm long is sufficient to prevent hogging of a old TR4A's chassis ? ..perhaps when engine and diff are out and the panels, bumpers and wheels are removed. Of course with acro's at each end then things ought to be suitably adjustable. A two poster is the ideal but for one restoration, and my living in a rented house - that's not a realistic option. If anyone has seen something more practical and cost effective then I'd be glad to hear of it. or otherwise if one hears of a second-hand one up for sale. Re-reading the earlier posts I was wondering about the mobile axle stands, as discussed by Richard. I'll have to look into those, and then there's the scissor lift but that comes out at £1200 inc Vat and delivery. Pete