More Olds!

I am back at the '62 Oldsmobile, this time finishing the last rust areas and a leaded area that started bubbling. The passenger rear corner had bulges in the lead applied to cover the overlap seams where the rear corner piece meets the 1/4 panel. The factory did this the same way after spot welding the panels together. This particular area was redone when a new entire 1/4 panel was attached sometime early in the car's life. The liberal use of lead indicates this to me.

The body man attached this area of panels with brazing and sheet metal screws, with welding elsewhere. Then the seams were covered with lots of lead. I would never have messed with this area, but here is where the lead was bubbling. After removing lead from the seams I found pockets where something didn't get along with the lead and steel living together. I wonder if it was a sort of oxidation, impurities in the lead, or the steel base not being totally prepared.

So I began to remove all of the lead with careful heating, pushing soft blobs away and wiping the wet lead with a rag. The lead used seemed extensive; I also didn't want to put lead back onto a not-so-perfect seam full of crevices and overlap, being afraid that no matter how clean I get it, there would likely be remaining impurity issues. I didn't want the bulges to reappear after I finish this car. So I decided to remove the overlap areas entirely, and weld new sheet metal patches level with the outer area.


Forming little pieces was not difficult, as I had a nice pattern to follow. The curves were very easy since the patches were so small, only requiring using my hand and pliers to shape them. The main reason I made one small patch (and attached it) at a time was to keep the overall shape of this panel in line. This helped me avoid moving the middle panel out of alignment with the shape it needed to follow.


This is the only time I needed any other tool than my hand held pliers. I just needed a little bend on the brake.


Second to last piece being fitted for trimming.


Careful grinding, filing and a little picking with the body hammer left the pieces pretty smooth. Now I can use a little bit of filler and the area can be fully cleaned/scuffed for adhesion. No lead needed, either.


Not too bad!


Here's an area under the pass. door where I needed to make a new patch. The brake, stretcher and hammer-on-anvil were used for this little patch. Welds still look nasty, just waiting to be carefully ground smooth.

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Woodward Fab Bead Roller Modification

I've been wanting to try a bead roller. Ever since I began setting up the construction of my '30 Model A coupe I have wanted to be able to form floor panels and body patches that would use beads, grooves and flanges. Problem is, I don't want to spend $1,000 or more for a decent roller and set of dies. But through online searching I've found actually good information on the cheapo bead rollers from Harbor Freight and others. There is just one catch...they need major stiffening side to side and up and down.

The picture below is the one I decided to go with. It is from Woodward Fab, and comes with 6 sets of dies. It is made of solid steel plate, just shy of 1/2" thick, and has an 18" throat. It feels better than the Harbor Freight one, being a thicker plate (HF one is 3/8") and having grease fittings. It is also identical to the Eastwood economy model, likely from the same Chinese factory. Plus, the Woodward Fab tools in general have a good reputation, especially compared to HF.
The above picture isn't my attempt at advertising- I was just too lazy to remove the "super low price" artwork.
So I pulled my Woodward Fab bead roller out of the box, installed it on the vise, assembled it and gave it a try. The dies do their job, and it stays fairly lined up, but the frame plate has tons of flex! And most noticeable was side to side flexing. Now the plans to reinforce (and make it look pretty) begin...



The picture above shows one of the patterns I made for cutting the bottom plate. The green line is where the purchased frame plate would meet the added curved reinforcing plate that this pattern produces. I formed this and a top pattern (after lots of sketching) on Masonite with my little jigsaw, and then aligned the patterns to some 1/2" plate and plasma-cut the pieces.



Here is a picture showing the top plate and bottom plate welded to the Woodward Fab frame. I tried to give it an industrial look, like a tool in a vocational shop that has form-following-function (or maybe the other way around...) with an earlier appearance. You can see the welds are ground down and the paint from the original piece is ground off.


After using scrap from my generous boss Matt (Owner of the company I work for) and a '28 Ford torque tube, I came up with this neat stand assembly. It has an almost antique industrial look, but also spartan. It is still going to be top heavy, so I will bolt it to the floor.


Above shows another view, this of the backside. The 2"x2" square tube is actually the major reinforcement; it does more work than the vertical pieces I meshed with the original plate. This idea was copied from the very cool ideas I found online. The vertical round tube is scrap pieces I cut and lined up for holders of the dies not being used. I like the curvy-shaped plate I added to the pedestal tubing. It calms my fears of weak spots, and looks good too!



Here it is bolted to the floor. I used those female thread anchors that stay level in the concrete, so I can easily remove the bolts and move the assembly out of the way. The paint is the last drops of DuPont Variprime leftovers I had, given to me for free by an old neighbor. It is a 2-part etching primer, and I didn't want to see it go to waste. Plus, now I have something paint can bite to.





These two pictures show the assembled bead roller and the extra dies sitting on their holders.



This above pictures shows the first experiments with scraps from Creer Sheet Metal. This bead roller is going to be wonderful for floor pans, body reinforcements, and even patch panels. I see lots of possibilities!



This last pic shows the completed project including the wheel I made to operate it with. The crank it came with is not nearly as usable. I made this wheel from the foot rest of a broken bar stool, and the spokes/mounting assembly from channel scrap I scrounged from a spiral staircase I helped remove. It works with no noticed flex and cost was very low, unless you count my time and tools. But I wanted to build it...!

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You can be sure of Shell

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To kick start the New Year, Charterhouse will be selling a large Shell collection in their Classic Car, Motorcycle and Automobilia auction on Sunday 13th February at The Footman James Restoration Show.

Consigned from a Somerset fuel suppliers, the collection has been amassed over the last 50 years and includes many enamel signs, petrol pump globes, prints, advertising and related items estimated to sell for several thousands of pounds.

“It is a comprehensive collection, the likes of which rarely come to the market.” Commented Matthew Whitney. “It’s quite amazing to think that they have been in only one family ownership for the past several decades and will now go to only their second owner.”

Also entered in this sale is a 1973 Ford Escort Mexico Historic Group 2 rally car from a Cornish client. This has been fully rebuilt from a bare shell with receipts of over £60,000 and if offered for auction at a fraction of the re-build cost. This will be a turn key solution for any budding competitor in historic rallying and would enable them to compete immediately without having to go through the expense of having to source and rebuild a similar car. 

For further information regarding this auction, or for advice on how to enter a vehicle or automobilia, please contact Matthew Whitney, Head of Department, at Charterhouse, The Long Street Salerooms, Sherborne, Dorset DT9 3BS, 01935 812277
or via email mw@charterhouse-auctions.co.uk

Captions:
A Shell Cars For Hire enamel sign
A Ford Escort Mexico Historic Group 2 Rally Car £25,000-28,000
Quick Links

Forthcoming Sale Previous Sale Sale Preview

Tel: (01935) 812277

For further information regarding this article, please contact Richard Bromell, Partner

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'62 Olds: More Updates

Here's a little peek at more progress. I finished replacing the driver side infected lower 1/4 area, and started experimenting with paint stripper on the driver fender and door. As long as I put it on thick, keep it moist and wait at least 45 minutes, it works well. This time I've decided to slow down, focusing on one part of the project at a time.

The pics below show what is done so far.

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'62 Olds Updates...

I made the first repair piece for the '62 Olds. This one worked better than expected, especially with the crease that fades away to flat. Test fits required multiple trimming, twisting, hammering and shrinking. And it finally reached this stage! The pictures below show the final shape, fit and attaching of the piece.
The last picture shows where welds were ground. I am frustrated with the weld area sucking in so much... I am thinking I didn't give consistent cool down times in between welds. Other than that, it is now part of the car and fitting good.

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1962 Oldsmobile Dyanmic 88

Timing has finally allowed me to get my hands wet again... well, dirty at least. The recent changes have put my old car religion on hiatus for months now, but this past Saturday I was able to sneak out.

I have been wanting to paint the '62 Olds. It is a neat car, a sort of "gentleman's sleeper". It has 68,000 original miles, runs perfect and came with the optional 330 horse 394. It also has only one (although ugly) repaint since new.


So at the dangerous risk of sidetracking, I moved the Olds in and started removing trim. I quickly realized that the rear seats, door panels and driver hood hinge had to be removed in order to remove the side trim! So the hood had to come off, too. The only other option listed in the '62 chassis shop manual was to unbolt the fenders and move them out enough to reach the nuts inside that attach to the trim clips. Wouldn't that mean removing the hood anyway?


Above shows the repaint that has bubbled and flaked off over the years. I will have to carefully remove all paint, even where it is not bubbling, because it is not worth the risk to leave it. I just don't know the process that was used, and I want to seal the metal with a good epoxy.


First on the list: address the small rust areas. Here's the lower 1/4 wheel well just behind the driver rear wheel.


And above shows the front of the same wheel well. A little picking with a big screwdriver quickly showed this rotten spot.


So the stripping begins. I start with the flap disc on a 4 1/2" grinder, mainly just at the areas where rust shows as the paint is removed.


I then go to the pneumatic 6" DA sander (I think I used 220 grit) cleaning away paint, primer and tiny debris without thinning and warping the metal. I just need to expose clean bare metal leaving room enough for the patches.


As always, I discover pits and pinholes throughout the length of the bottom. I began to mark the lines where I will cut the eroded sheet metal.


Here's how it looks on the inner fender panel.


And here is the pile of dirt and rust that piles up in that crevice. Anytime water leaks down from the gas filler door, or the trunk lid not perfectly sealing, it draws junk with it and eats away at these inner pockets. And this rust is nothing...! The Olds received relatively low exposure to the elements and salty roads.


Front of wheel well is marked for cutting and pattern.


Bad piece is off and becomes a pattern for making the repair panel.


Here is the pattern. I now get to cut, bend, hammer and weld some sheet metal to become the donor piece. the top will be tricky because it has a slight peak that follows the body trim line and fades to flat towards the bottom. I think I will bend a second crease on a slight angle, and then hammer the panel back to flat as I work down. I will then need to pie cut the flat front in order to "shrink" so that the inner 90 deg. bend can curve from down to going forward, as the pattern shows.


Here it is on jack stands, getting off to a good start. I will get those patches made and show how they work out.

The Model A coupe is not abandoned, I just needed a change of pace!

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Classic & Racing Cars, Motorbikes & Automobilia Nov 7th 2010

An MG TA Racing Car Special
















An MG TA















An MG TA
















An MG TC



Classic & Racing Cars, Motorbikes & Automobilia Nov 7th - (Page 2)

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Why Keep A Fiat?

So, it's been almost a year since I posted! Sorry. Life, work, etc. All got in the way.

A few weeks ago we listed our Fiat 500 for sale. We decided it was 'do or die' time. Either we restore the Fiat (a year outside under a tarp in a yard in the south of France has not been kind to it) or we sell. With that in mind, we placed an ad for the car, as it is, rust, dent in the roof, squeaky brakes and all, at 4,500€ on a French website.

In all honesty we didn't expect it to go. And we actually needed an offer to decide whether we really wanted to sell it or not.

And today that offer came. And we couldn't. Bottom line is, this car is special to us. We thought if we got 4,500€ for it we could get something else. Maybe a Mk 1 Golf Convertible, maybe a Jaguar XJ-S 3.6 Cabriolet, something we could at least ride the motorways with and use to go on holiday.

But when push came to shove, we realised we would rather spend a few thousand Euros getting the Fiat perfect again than have something else. This car is truly an icon. Though the would-be buyer is a sincere fan of the marque and model, we felt we wanted to keep this car in the stable and ensure its future personally.

So our Fiat 500 is not for sale. We will restore it in the spring and look forward to many happy years (and blog posts) to come. Ok, we'll never do 2,000km road trips with it, but it's fine for ducking around the region, and as practical classics go it's near-impossible to beat. It costs us nearly nothing to run and the joy we get every time we take it out is hard to surpass.

Here's to another 20 happy years of Fiat 500 ownership!

And I might buy that Golf separately, but that will be another story.

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Cars in all Shapes and Sizes at Charterhouse

The monster Vauxhall Magnum V8 racer £25,000-35,000
The Charterhouse autumn auction programme offers collectors and dealers of model cars and classic cars a great opportunity to add valuable and rare items into their garages and cabinets. First up on Thursday 21st October is a sale devoted to model vehicles and trains, which is then followed on Sunday 7th October with a sale of classic cars at The Royal Bath & West Showground, Shepton Mallet.

“We have been instructed to sell a huge selection of Dinky, Corgi and other models from a Dorset client. There are probably somewhere in the region of over 2,000 models, some of which are play worn and some of which are in their original boxes, it is the largest collection I have seen for several years.” Commented Matthew Whitney. “This auction is then followed by our classic car sale which includes one of the best selection of vehicles we have had the please to be instructed to sell including a 1919 Model T Ford through to a very special Vauxhall Magnum known as The John Pope Special. This is far from standard and is fitted with a sanctioned Aston Martin V8 engine with Le Mans cylinder heads, bolted onto which are two massive turbo’s. It is quite a monster and was raced extensively in the early to mid 1970’s.”

Amongst the Dinky and Corgi cars there are some real little gems, There are motors from James Bond films, complete with rockets and other gadgets to Police cars with detailed engine bays and steering suspension, and with estimates from £50 up to a few hundred, there will be something for every collector. In the full size cars, there are several convertibles including an Austin Healey 3000, Morris Minor and Beetle convertibles, an Armstrong Siddley tourer and two well detailed and authentic replica cars in the shape of a Ferrari Daytona convertible and a Jaguar SS100 convertible, each being about the tenth of the cost of the real thing.

Charterhouse is now accepting entries for both of these sales. For further information or to arrange a free home visit to have you classic car or Dinky models valued, please contact Matthew Whitney at Charterhouse, The Long Street Salerooms, Sherborne DT9 3BS www.charterhouse-auctions.co.uk or via email mw@charterhouse-auctions.co.uk

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Top Marques at Charterhouse Classic Car Auction

July 18th 2010
Classics @ The Castle
Sherborne, Dorset

The Charterhouse 18th July auction of classic and vintage cars at Sherborne Castle, Dorset looks to be another great success for this Dorset company with many top marque motors up for auction.


“We have covered many miles across the West Country advising clients on their classic cars such as vendor of a fine Rolls Royce series II Corniche Convertible.” Commented Matthew Whitney. “And now it appears summer is now well and truly upon us, this Corniche Convertible looks resplendant in red with a black leather interior piped in red and with an automatic hood. Powered by a fuel injected V8 engine with ABS it is just one of 1226 of the series made and looks certain to be a perennial favourite with buyers.”

Whilst this beautiful Rolls Royce is in fine condition, the same vendor has also decided to sell his Mk VI Bentley, but with a difference. The original engine blew up and is now replaced with a Daf lorry 8 litre 6 cylinder diesel engine! The vendor reports a 0-60 second sprint time of about 5 seconds, but not much speed after that! With plenty of torque on offer, the car would make either an excellent towing car for vintage racers or it will appeal for someone looking for a project they can improve on.

Also entered is a 1925 Gardner Town Coupe which has been owned by the vendor for ten years, at £18,000-22,000. Some twelve years younger, is a rare 1937 Morris GPO engineers van which is believed to be just one of three in existence and is up for £8,000-10,000. In the post war section, there is a 1953 MG TD at £15,000-18,000, a 1963 Morris Minor Mini £1,500-2,000, a Triumph Stag £7,000-9,000, a 1974 Aston Martin V8 £18,000-22,000, and a Somerset Morris Minor which has spent the vast majority of its life in one garage at £4,000-5,000.

Charterhouse is now accepting further entries for this auction classic cars and motorbikes on Sunday 16th July. For further information regarding these sale, or to arrange a free home visit, please contact the Matthew Whitney, Head of Department at Charterhouse in Sherborne 01935 812277 or via email mw@charterhouse-auctions.co.uk

Rolls Royce Corniche Convertible £23,000-25,000

Bentley Mk VI diesel powered £6,000-8,000

Morris GPO engineers van £8,000-10,000

Morris Minor Mini £1,500-2,000








Sunday 18th July 2010

Classic Cars, Motorcycles & Automobilia
Classics @ The Castle, Sherborne DT9 5NR

Catalogues are £10 on the door or £12 by post, and admit 2 people to the auction. Alternatively you are able to by a wristband which will allow entry to the auction for £5 per person, with no catalogue.

You will also need to buy tickets to gain entry to the show at the gate.

Venue, Sherborne Castle

View Larger Map



We anticipate this will be a very exciting sale, with a record number of vehicles consigned to sale at this stage.

The preview page will be updated regularly - please check!
 
Vehicles already consigned for the sale include:

A 1970 Ford Escort 1300 Super, full service history, including original bill of sale £3,000 - 3,500

1951 Wolseley 1500 Black, for restoration with many spares

1966 MGB GT, dry storage for 40 plus years

A Trojan Toraktor, very rare tractor made between 1961-1964 and 1 of 500 made , estimate £1,500 - 2,000

A 1978 Triumph Bonneville 750 , estimate £2,200 - 2,500

1966 Austin Healey 3000 Mk III phase II, fully restored , estimate £28,000 - 30,000

A 1951 Jowett Javalin De-Lux, recent engine rebuild and it was featured in the film Viera Darke £4,500 - 5,000A 1975 Honda CB 400/four, lady owner, estimate £800 - 1,000

A 1948 Bentley Mk VI standard steel saloon, fitted with an 8 litre diesel engine "a wolf in sheep's clothing", estimate £6,000 - 8,000

A 1973 Bentley T1, one family owned from new, estimate £2,500 - 3,500

A 1980 Buick Le Sabre limited four door saloon, 23,300 miles from new with full service history, estimate £3,500 - 4,500

A 1997 Mercedes Benz 320 SL, full service history and panoramic hardtop, estimate £9,000 - 10,000

A 1953 MGTD, older restoration with bills for £14,000, estimate £15,000 - £18,000

A 1957 Morris Minor two door saloon, one family owned from new with the valuable registration number 4AYA, estimate £4,000 - 5,000

A 1989 Porche 911 Carrera Cabriolet, recent engine rebuild, new black carpets and electric mohair softtop, estimate £11,000 - 13,000

A 1982 Rolls Royce Corniche convertible, estimate £23,000 - 26,000

A rare 1939 Morris 8 Post Office Engineer 5 cwt light van, fully restored with photographic record, estimate £8,000 - 10,000

A 1925 Gardener town coupe with coach work by Brougham, estimate £18,000 - 22,000

A 1963 Morris Mini Minor, 37,500 miles from new, estimate £1,500 - 2,500

A 1974 Aston Martin V8 mark II, 44,000 miles from new, estimate £18,000 - £22,000

A 1953 MGTD, older restoration with bills for £14,000, estimate £15,000 - £18,000

A 1972 Triumph Stag, manual overdrive, full restoration, estimate £8,000 - £10,000

A 1974 Lotus Elan +2S130/5, rebuilt in 1998 with bills for £16,000, nominal mileage since, estimate £6,500 - 7,000

A 1973 Bentley T1, one family owned from new, estimate £2,500 - 3,500

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