Hello there this is my first blog or even writing anything like this so I hope that it turns out OK and more importantly is easy to understand for someone that is this as a guide.
A special thanks goes to neilsri130 as this was originally his idea I just put together this blog of my representation of his idea.
OK so here goes.
Things that you will need:
1 Meter self adhesive door bottom draught excluder (You don't need the glue as shown in the picture but this can be used if you wish)
Philips head and Bladed screw driver
A Stanley knife or equivalent
The Mrs Hair dryer
About 3 hours
Make yourself a nice cup of tea.
(If you don't have the centre console between the floor and the bottom of the dashboard then you can skip this step) Pull away the gear stick gater then grab your bladed screwdriver and carefully pry on the top of the plastic surround of the gear leaver/gater plastic away from the bottom cubby hole. Hopefully the picture will be more clearer.
Then remove the 2 screws that this cover hides.
The cubby hole is hocked in so you will need to slide the cubby hole forward then pull up this should come away. You can see the slots that holds this in in the next picture.
Pull off the plastic leavers off the Heater and air divert-er then remove the 4 screws that hold the lower part of the dash in there are 2 at the very bottom one on top and at an angle in the rear screen demister and one at the same angle where the choke leaver is. If you have a fuel injected car there maybe a cover that needs to be pry'ed off to gain access to the screw.
Remove and disconnect the radio then the clock. Undo the 2 screws at the bottom of the panel.
Pry the top of the panel and bring the top part of the panel out this will then lift out as seen here.
Here is a couple of pictures of what it looks like behind the panel.
Remove the 2 Air vents the right hand side one you push at the top and bring it round 90 degrees and then the vent will push up to un-clip the left hand side one you push down the opposite way these can be fiddly especially the left hand side one.
When these are out clean out all the old foam from the grove where the foam is held.
I washed mine with warm soapy water and used the wife's hair dryer to dry the plastic especially inside the grove.
I then prepared my draught excluder by cutting it in to 4 lengths 2 short ones for the sides and 2 longer ones for the long edges I then folded the draught excluder in half and used the sticky side to stick it onto itself the short sides i pushed in with a small screw driver. I put the folded edge to the top against the plastic to make a seal when the flap is closed The long edges I pushed in enough to get a good seal agents the sealing surface I checked this by holding it up to the light and see if there was any daylight coming through. This took some time to get right. The draught excluder is only friction fit into place I only used the glue to glue the side of the draught excluder that did not have the tape on but this is just me being a tight arse! You could use the glue if you wanted but I cant see it moving I will let you know if this is the case.
Here I am holding it up to the light to see if there are any potential leaks. This is the best time for adjustments to avoid any whistling when the fan is going full speed and when the vents are closed.
Here is what it looks like when the vent is open.
Installed back into the car for testing.
Closed air vent.
Now just reinstall everything back into place.
I hope that this guide will help someone out. If anyone has anything to add that may help others with this then let me know.
Edit, as Photobucket has stopped hosting images I have now moved all the images over to postimg hopefully everything is working and the photos come out in the correct order.
Also todays date is 5/12/2017 and to this day my vent is still working as it should but I do have one warning don’t put the strip in to tight otherwise the vent will be hard to open and close this can be squeezed in a bit more if this is the case.
7 weeks, 8 countries, 4763 miles, 1 Overly optimistic owner and 1 slightly unreliable 80's repmobile. This is the story of my adventure around Western Europe in a 1987 Mk2 Cavalier SRi
OK, so firstly, yes this has taken me ages to get round to writing up!
A bit of background to why I managed to wangle such a long and eventful trip - I decided to quit work and spend all of 2015 travelling as much of the world as I could. Starting in May, I ended up in Thailand for 2 months, the USA for 7 weeks and then 7 more weeks in Peru, Bolivia and Chile to round it off and bring me back to the UK just after Christmas. Sandwiched in amongst all that relaxing globe trotting was something that I had always wanted to do, drive around Europe and see France, Germany and Italy. When it came to what car I should use, there was only ever one candidate. Inspired by the trip some of us Members made to Angouleme in France in 2014 I decided on myMk2 Cavalier SRi.
I hope I can convey how enjoyable, and also how challenging the trip was in this blog and I hope you are in some way inspired to hit the open road abroad in your own cars, either with us on one of our club Euro trips or on your own... we wont take that personally!!
March 2015 - Engine change
Early on I decided I didnt want to use the C20LET/F28 2.016v turbo and 6 speed gearbox the car normally has fitted (rather more powerful than the original 1.8!) as that was going to be too thirsty and the F28 was on its last legs. I really wanted something a bit simpler in there to make running repairs less likely and easier, so I managed to buy a good 20XE 'Redtop' from GreyDJ at a great price for which I am still truely appreciative. I borrowed an F20 with a quaiffe ATB from a mate and swapped the lot over one weekend, with Paul Young putting the finishing touches like the exhaust and cambelt change to it one night in April. It fired up straight away and ran perfectly apart from an odd idle problem I managed to cure (so I thought) pretty quickly. A track sesson at the Castle Combe action day to proove the car could take some abuse showed the brakes would give out before the engine! The car was ready. Now it waited while I hit the beach and sipped cocktails in Thailand....
C20LET coming out. Its really cold and raining but its ok because we had sausage rolls.
20XE tucked in. How often is this conversion a 100bhp downgrade?!
Billing to Lille & Amsterdam, July 09th -15th
I decided to attend Billing and head straight for the channel tunnel from Northampton afterwards on the Sunday, as its always a great weekend with the Club. I think this year was my 14th year and I'd recommend the event to anyone. Lots of advice about breaking down on foreign roads was offered, the usual helpful and encouraging stuff we give all members about to head of into the unknown! A few of us went to a rolling road on the Friday, and the newly installed 20XE made a strong 153bhp with a nice smooth graph. I celebrated with cider. Lots of Cider.
On the Mk2Cav.com stand at Billing.
After Biling a quick run down to Tunbridge Wells to see a mate on Sunday night, then **** got real. Monday morning on the Channel Tunnel and the adventure begins! I got a mile outside Tunbridge Wells and a headlight bulb goes. Ideal right before you go to France (blown bulbs are a big deal over there, you have to carry spares on you at all times) So I loose a load of time finding a shop to replace the spare that I had used at the road side. It was cold and wet in England when I left and I only just made my time slot for the train...... I was looking forward to 'summer' proper in France!
Folkestone - waiting to board the train. Bye bye rain!
On arrival in France I make a very short journey to Lille, about an hour from Calais to stay with another friend overnight. Lilles a great city, very architectural and only and hour from Calais. The weather is no better though!
Lille - Being all cultural. Ive just eaten a shed load of Carpaccio and the world is a good place.
After Lille, I headed straight for Amsterdam, which took me through Antwerp where the Cav was built, alas theres nothing there of the plant anymore so I drove straight on through. In a bid to save money I was camping or staying at friends anywhere I could so I found a well placed campsite in Gaasperplas just outside the city and set up for 3 nights so I could hire a bike and see a bit of the city with 2 full days. My only other trip to Amsterdam had been when I was 19, and I'll be honest. I didnt see much nor do I remember much from that visit..... unless it was a coffee shop!! I didnt get round to hiring the bike this time either because of these pesky coffee shop places..... Theres way more to Amsterdam though, some really hilarious museums on Amsterdams other specialty in the Red Light District are also good for a proper laugh. I was planning on doing the Anne Frank House but the queue there everyday is phenomenal. Amsterdam is is very nearly unique in the developed world. I love it!
Amsterdam - Check out nextdoors dustbins!
Nurburgring - July 16th - 18th
Nurburgring is about 4hours from Amsterdam, straight down through Nijmegen, Koln and Leverkussen. A first taste of the Autobahn and they are great! I cound'nt go fast for long though because I had to keep fuel costs under control and the digi dash scared me how fast plummeted at 120mph!! Its impressive how much faster you can cover the ground on their roads. On the way down the car nearly over heated and I figured out in a German rest stop the fan switch wasn't working. I bridged it out and ran two wires into the car for now, so touching them together turned the fan on. Of course I then went all the rest of the trip with these wires hanging by me feet, turning the fan on and off manually. Easy! Nothing to worry about, drive it on!
Early afternoon I rolled into Nurburg and could hear cars pounding round the track already, and the weather had changed... it was near 30c and it stayed like that all week. Nurburgring is one of the things Ive always wanted to do, like most of us I guess. I've done trackdays in the UK but planning the trip to Germany was always a 'next year' thing. Not anymore. I was there from Thursday - Sunday giving me lots of time to check the place out and do a few laps. Heaven. Nurburgring is a beautiful track wherever you stand, set in the Eifel hills and forest, even Nurburg village is pretty with a castle high above it as its back drop, contrasted with an array of modern garages for almost every major car manufacturer in the world. I upgraded to a Hotel for this stay, and picked one right next to the track in the village and got my first lap in that evening. The Cav did get a fair bit of attention, and on Saturday it got me recognised by a chap called Danny who I used to know through the Mk2 Astra OC, I'd sold a load of parts to him when I broke my Astra GTE 16v track car. Its an odd moment when you are abroad alone and you hear someone calling your name!! The Brunnchen section of the track was where I spent most of my time when not actually on it, its a big open carpark right next to two fantastic corners. You can sit there all day and watch the track action almost non stop. Every evening it gets busy when the Tourist Laps start at 5pm (tourist laps are the laps you and I get to do, at €28 a pop! At the weekend there were car meets there and people who camped at the track side. All free of charge. Awesome.
No explanation needed on this one!
Pflanzgarten - very fast and there are two bumps just behind the Megane in the shot picture below that mess with your braking. I had the brakes snatch a few times while I got used to getting some speed into the bend.
Brunnchen - my favourite pair of bends, on entry downhill the bend in the forground is very tough as the car wants to slide outwards towards the barriers, I saw some kiddies stack a Twingo here one afternoon. The one in the background, going uphill, is my favourtie on the track. The speed you can carry through it leaning on the diff is immense. Its a great spectator spot too.
Keeping the right sort of company at the track access point carpark....
I got 6 laps in over the three days, the track is super fast, in places so steep its unbelievable and loads has been written about it so I wont go on. All I can say is that its everything its made up to be. Tourist laps that i mentioned run most week days 5pm - 7.30pm and then all day Sunday. You pay your €28 for a lap, get in the queue and drive up to a barrier. Swipe your card and up goes the barrier, 'The Green Hell' is at your mercy, weill actually as I found out you are at its mercy! I quickly found the brakes were getting so hot after each lap I couldnt do two in a row, considering Im on 308mm Vectra brakes thats pretty impressive. I decided to sit over at Brunnchen and watch the action between my runs. On the Saturday evening I did will to get 3 laps in by being first out and last in either end of the session! Im sure all the modifications Ive made to the car helped around a lap which can be brutal, but I did miss the C20LET for obvious reasons! I'll also admit I had an off.... on the first lap, which Im not sure I should be proud or ashamed off... I got overconfident and floored it going over a blind crest halfway round a bend thinking I'd gone past he apex... I hadnt! It all got a bit messy up over some kerbs sideways and onto the grass. Ive not seen it on Youtube yet! I timed my last lap on saturday at 11m.32s which in all honesty isnt bad. I wasnt on the limit nor going flat out on the straights as being realistic, the car and this journey had a long way to go and breaking it a week in wouldnt be cool!
Someone actually videoed me during the Friday and put it on Youtube! Thanks to that dude! Its the bend where I had my moment on the day before and Im still trying to get it right as you can see!
Video should start in the right place, is not its at 8m13s.
Nurburg down to Cannes July 19th - 21st
I left Nurburgring Sunday morning swearing I'd be back many more times. I had to go down to Nice in the south of France by Wednesday morning to collect two mates from the airport. We'd booked a hotel in Cannes for 7 nights to have a bit of a break in the sunshine around good food. I planned to hit the Alps and see what the fuss was about first. I joined the summer holiday flow of traffic headed to Southern France, mainly the Dutch and Danish, who all seemed to have a caravans too. Leaving Germany missing Trier due to time constraints, into Luxembourg where I stopped for an hour or so -another country ticked off! Then towards Metz, Dijon and Lyon. Final destination was Lake Annecy - picked because it sounded like a good place when i saw it on the map! The Cav made the long journey fine this time, which was really good news after little problems in the first week. It was great driving it on the open and traffic free motorways of France stopping along the way now and then to eat, stretch my legs or less great, pay a toll. I got questioned by customs police outside Lyon, thought I was headed for a night in 'le bastille' but they couldnt find any problems with the Cav! I arrived in the dark, put my tent up in the car headlights then drank some Cider from my own supply which was starting to run low. The Frech dont do cider I was discovering...
Anyway, Annecy is incredible, a bit like a time warp... perfect weather at 29deg for a fresh water swim and some incredible roads. I many ways it made me think what a 1920 English seaside town would have been like, lots of people crowded on the beach and packing out gardens and parks between the shore and the road.
Lake Annecy - Back in a tent....
LakeAnnecy - View from said tent in the morning...
The next morning after checking the place out I got back into the car and headed high into the Alps. Destination tonight was the only site I could get a reservation at short notice and in a place called Embrun and Lac de Serre Poncon, another lake. It wasnt so great! I arrived in the dark and put my tent up in the headlights again! Dinner ended up being a McDonalds in a carpark at midnight. Most places along the trip I was trying to eat well at night, day food was cheap crap from supermarkets. Given I was back in France, this was mainly Crossiants and Pain au Chocolat's!!
I ended up in Embrun because I wanted to spend a couple of days driving in the French Alps. It takes you ages to go anywhere up in the mountains and I picked what looked like a short route, but it took 8 hours including stops! I popped into Switzerland quickly to tick of another county off and spent the rest of the day going up and down mountains along windy roads and round hairpins. The roads and the scenery were epic and it was great to drive my car through that place. The Cav handled the alps well, even on the coilovers which I do have set rather low...The Quaiffe made a massive difference at times when the road was clear and I could go for it a bit, and the lack of power steering made some stints hard work. I dare not think how many gear changes I made that day!
Emburn - Flattering shot of Lac de Serre Poncon...
One of the mountain passes I drove along. Its still about 23deg outside and its a lovely day in an awesome place.
After Embrun, for the last night of this stint I found a great campsite in the mountains above Nice which was set in an forest and had a pool, much needed laundry facilities and a place called Vence de St Paul a mile or so away where the restaurants were fantastic. I decided to learn from my mistake and pick a shorter route this time. I did cross into Italy for an hour or so when I went to check out a 13km long road tunnel. Shame about the €34 toll fee I copped for my curiosity, but I was able to confirm the car sounded great in a tunnel! I crossed back into France and headed towards a place called Gap at the advice of my Sat Nav. Which had been playing up for a few days and appeared to be about to die at any point leaving me lost up a mountain. Still, at least it wasnt the car letting me donw. Anyway, near Gap things started getting a little odd. Everywhere was really busy. The mountain roads were lined with camper vans too... Whats so great about Gap? Not the name, thats for sure. I found out a mile or so later when I saw the posters. 'Le Tour De France' was scheduled to be in town that night and climbing this hill the next day. I got the hell out of there as fast as I could.... Bikes are fine. Lycra is not. I arrived at the campsite in the dark, and set the tent up in the headlights. Learning from my mistakes was going well! After a great dinner in town, I alarmingly finished off the last of my own cider supply. Time for wine!
Old Train something in Italy.
Vence - another day, another campsite...
Gap -Sunset after I got away from Le Tour route.
In Part II - Monaco, Cannes, Milan & Venice, and an oil slick to rival the Deep Water Horizon...
Here we are then, part 3 and the conclusion of my trip around Europe in my Cavalier SRi.
Picking up in Italy, I left Milan and Monza behind me having not broken any laws by breaking onto the track in the car..... just! Itallian organisation is something to behold. Or, sit in your old car in 35c heat in a traffic jam because they see fit to have 2 toll booths out of twenty open, all so they can rip you off for the privilege of driving on their dodgy Autostrada. Have I mentioned Italian motorway exit junctions? Clusterfuck. Thats the best way to desribe them. Whoever designed them was on drugs, or from Mars. There is no logic. Ive never taken so many wrong turns in my life. I want to forget them forever.
Venice 12-14th August
So Venice was nice though. Loads of art and colour which I didnt expect, and also loads of Ice Creame shops. It didnt smell in the heat of summer like many told me it would either. Watertaxis are the best way round as Gondela's are a rip off, and Cavs dont float. The hotel involved another underground multistory, which brought on flashbacks to Cannes and the oil slick I caused there. The heat by this point was getting pretty mental too, one day we went for a drive out to the coast to find a beach, and it nearly hit 40c. Parts of the Cav were not enjoying this heat, the door bumpstrips went curly on the ends and I couldnt touch the steering wheel! A traffic jam near Jesolo caused a new problem - the car just stopped idling, and no matter what I did, I couldnt get it sorted at all. Back at the hotel that evening I did whatever I could, I had a spare Idle Control Valve and tried that, didnt work. I couldnt trace an air leak. I changed the ECU (yep, I had a spare!) I changed the wiring plugs. Nothing worked. Over the rest of the trip I managed this problem, getting good at hanging back approaching roundabouts and using the handbrake. I avoided bump starting it to often when it did cut out, but it was a pain in the arse.
Stereotypical Venice photo
Non-stereotypical Venice photo
In venice, I was at my furthest point from home, 1,096 miles and 19 hours driving by road according to my Sat Nav. Slowly things were starting to get worse with the car but I was still going - in this heat I was managing the fan myself with the wires in the footwell (from Week 1 in Amsterdam) I was sat on a load of towels as the seat had fallen apart (in Nice) and lets not even re-cap Cannes. I was still having fun though - it was so different being so far from home and having the familiarity of my own car, the freedom you have is immense. If I'd wanted more driving I'd have gone over to Hungary for the F1 race in late July, but I can save that for another day.
Another underground overnight parking spot...
Have I done a beach shot yet? Its 40deg in Jesolo.
Munich 15th -16th August
After a few days in Venice, I stopped heading away from home and started to head back. Venice to Munich didnt look much on the map, about 400 miles. Theres just the small issue of the Alps to negotiate which racks it up into a 9 hour journey that included dealing with understaffed Italian Autostrada toll booths. Again. I arrived in Munich in the dark, a return to form from earlier in my trip!
So far on this trip, France had delivered what I expected and I'd loved it, Italy had disappointed and Germany was being a surprise package - I loved the place! Munich was just immense, the vibe in the City is incredible - there are properly good street music acts, the architecture has been restored post war. Its clean and efficent, the people are freindly and it trades on being Barvarian, and its football team. Pep Guardiola and Robert Lewondovski pictures were everywhere. The bars are massive, the only thing was that I was there in August, not October for that well konwn Bier festival! Bier had replaced Cider as my choice of drink while I'd been away - Cider in Europe just isnt popular - and I indulged in a little to much that night. This was maninly because we ended up in one of the cities famous gardens which had been converted into a beach - as if the ones they have built along the river that runs through the city are not enough (the river is crystal clear and people swim in it, you wont see that in the Avon here in Bristol!) There was a free band on, cocktails flowed one by one to the point that when I went back to the hotel it had moved and it took me ages to find where they had put it! Tricksters!
A service station in the Austrian alps where I stopped to by a vignette (Austrian road tax) Not sure how the car is still looking so clean after about 3000 miles without one!
Motorway through the Alps. Some of the road infrastructure you see around here is immense, bridges, cuttings and tunnels.
The Gardens in Munich, Mojito on the go
Nurburgring #2 16th - 17th August
I made no apologies for wanting to go back, and cut a deal to make it so with my travel mate who didnt share my interest in all things old car or old race track. Also, it fell pretty handily between Amsterdam and Munich. Our original plan had been to do Munich to Amsterdam in a day - but after the day before coming up from Venice, neither of us fancied another full day in the car. A slap up dinner at the Piston Klaus was the price! I could live with that and a slap up steak followed two more laps the evening. I even found Cider in the local supermarket!
Nurburgring was the star of my trip - if I could up and live anywhere in the world it would be near this place. The track is fantastic, as are the local roads and scenery, Koblenz and Trier are nearby and are amazing cities. When we left, we did a bit of the Rhine Valley which is spectacular.
Minor traffic on the Autobahn near Frankfurt. Weather is still incredible!
Wurzburg. Its just a place to you, To me its Worstburg. The worst of all the Burgs. Why? Well I drove through here in 2008 on the way back from a road trip round Eastern Europe and it was all roadworks and it took hours back then. 7 years later have the finished the roadworks and the resultant queues? Nope! I couldnt believe it!
Nurburgring passed without much drama this time. Bar the moment I thought a kid in a Twingo had had his head ripped off. No, just turns out his helmet wasnt strapped on, so when the he lost it a few cars in front of me and planted nose first into the barriers, of it popped. About 10 corners later I saw a biker sliding long on his backside.... perhaps it was time to go.
Got my own garage this time. Apparently tools and spares in the your hotel room shower is frowned upon on the continent?!!
Amsterdam. Coffee Bar. Coffee was good. 'nuff said!
Onto the final leg, and to see one of my best mates at his office in Belgium near Ghent. This turned into an exceptionally heavy night in a small belgian town called Wargem, and possibly the worst hangover Ive ever had. I was being sick in the shower at 6am..... and by that evening I would be back in my room at my parents house and this would all be over.
Filming in Ghent. I made an 'In fucking Ghent' joke. People got it, but didnt laugh. I thought it was good. Thats what mattered.
Le Tunnel. Horrible hangover. Im probably about to be sick when taking this photo to be honest.
And then home. Done. Major ambition ticked off. We all spend ages building these cars, talking about dreams and I'm incredibly fortunate that life allowed me these opportunities. Travelling solo is an enormous challenge at the best of times, but doing it in an old car is on another level. In a year of travelling four continents this trip has both my best and worst memories, the most rewarding moments and the moments that were toughest. Ive found places I will go to time and time again. And Europe, on our doorstep is amazing, well run and beautiful.
And a final word for my trusty old Cavalier. Ive spent a fortune in time and money on this car in over 10 years of ownership. This trip was always my dream. And Ive done it. The Cav took the beating of a life time with miles, heat, traffic and abuse being thrown at it and it was still turning laps of nurburgring happily enough right near the end. I could not have asked for more from it. And now I know it can do it, and what to expect while Im there.... this wont be the last Euro Trip I make in this car!
An idea of the distance covered. Hope you enjoyed reading.
Welcome back if you are still reading my ramblings of last years trip...
I will pick up from the campsite in Vence having just dodged the Tour de France, in the Alps above Nice. A couple of my mates were flying down from Holland to meet me for a weeks relaxation in Cannes and I was picking them up at Nice airport.
I'd put about a fair few miles on the car problem free by now and all was going well you could say guess. I was pleased and feeling confident, when suddenly the arse fell out of the seat as I drove down a mountain side road towards the Airport. I could barely see over the steering wheel all of a sudden! The Cav hasn't got standard SRi front seats, I had a set of Ford Escort RS Turbo seats re-trimmed with the correct Cavalier fabric and modded them to bolt in years ago. The Recaro's Ford used have a fault where the support for the bottom cushion gives out after 20 or so years. Mine had picked a great time... I had to pack the gap between the floor and the seat cushion with books, clothes, and old towel and whatever else I could find then put the seat back together. I sat like this for the rest of the trip. It was nasty I will be honest, every bump went through my back some days and I was constantly having to re-adjust it. Cheers only Ford part I have on the car!
Cannes & Monaco - July 22nd - 29th
Arriving in Cannes I found our hotel and I ditched the Cav securely in their underground multistory carpark. It was tight as hell but the car was safe and I spent a few days hitting the beaches and seeing the sites. Theres a rather famous film festival based here although I can only dream of being able to afford a room when its on!! Cannes is reasonably priced for the South of France, and its got a lot of nice places to eat and drink so I was well at home. A highlight was watching the F1 with a load of Germans in an Irish bar, great banter! The beach is a bit of a let down, but at night if you want glitz, it does it with style with fast cars, awesome yachts and good wine!
Cannes - theres a few hundred millions quids worth of yachts in that view...
Cannes - Eating alfesco... more Carpaccio I think!
Took a day cruise to Monaco. Left the Cav behind as Monaco traffic is terrible and I didnt fancy it. Its a bit of a dump unless your a mad F1 fan. Which I am. Walked a lap of the place, stood in the tunnel, saw the pit lane and generally and then marvelled at the decadence on display. A Pagani, Ferrari and an Aston parked up randomly in Casino square and €13 pints of beer. Its that sort of place really.
Monaco - The Tunnel. Looking up it so the F1 cars would be coming towards you. Scene of so much F1 history.
Monaco - Lowes Hairpin. Another iconic F1 corner.
Monaco - the money shot! The go kart track is on the entrance to what is F1 pit lane on race weekend.
After Monaco I had a few more days in Cannes before we decided one day to head into the hills and find a lake to swim and sunbathe by. Lac de Saint Croix was the best bet so we piled in the Cav and headed up there, via the epic Gorges Verdon. We had a great day in the sun, swimming in the lake, had a BBQ and watched planes come down to collect water to help with a big forest fire that was raging about 30 miles away.
Lac de Saint Croix - Grubs up, my mates cooking as I was driving!
And heres where it all nearly goes tits up!
I broke the car. I say I, because I have to take responsibility for it. but really I think its one of those things when you've modified a car as much as I have this one. Anyway, when Sarah and Jamie (my mates pictured above) arrived I needed to raise the front suspension to stop it scrubbing because of the extra weight of people, and luggage. Thats easy enough with the coilovers and it took me 5 mins. But I failed to account for one thing - the tyre when on full lock now touched the oil cooler pipes under the drivers side chassis leg. Predictably this ended badly!
Oil. Oil everywhere. This is a while after, gravel has been put down to soak up the oil, but you can see the trail and pool around the car still...
The pipe let go as I turned into the hotels underground carpark which was a sharp left hander taken on full lock. Oil then started spraying out everywhere, unknown to me at this stage while I cruised down not one, but two levels underground to find a parking spot. Then I smelt it. Oil. As I braked to stop the car and see what was what, the front wheels locked up. I stuck my head out of the open window and saw oil spraying through the spokes of the wheel. A glance at the oil pressure light as I rushed to turn the engine off and its flashing like mad. Barry Bad Times has checked into my hotel.
It was a total mess, the Cav sprayed the engine oil onto a gloss painted concrete floor. I'd not only fucked my car up but I turned the hotel car park into an ice rink. Oil carried on coming out and out after I turned the engine of and it left a slick all over the place - and at this stage I was considering the possibility of a massive charge for the mess in the carpark, or the logistics of having a screwed car two levels underground in a tight as **** carpark with a roof height of just 1.8m. I popped the bonnet and confirmed the problem, then pushed the car into a parking bay, confessed at reception and went out into Cannes for some €8 Cider. Lots of €8 Cider.
The next morning I got up, and faced up to the mess and the headache I'd earnt myself trying to get over it at the bar that night! I'd decided to find some oil and some pipe, fix the problem and then fire it up again to see what happened. I foind both at a nearby garage... €45 for 2 meters of 1/2" rubber hose mind! Anyway, the hotel said not to worry about the oil which was really a big surprise the actually said they felt bad that my car was ' so broken and so far from home'.
So I got on with fixing the car... the carpark was like an oven, I have never sweated so much but after an hour it was all sorted, new pipes now safe away from the wheel on full lock. I put oil back in slowly as I'd no idea how much I'd lost, in the end it was about 3 litres but I estimate maybe 1 litre of that came out after I turned the engine off. The moment of truth came when I fired it up, dont mind admitting I was nervous as hell. The top end was noisey for the first few seconds but then it all sounded perfect. A quick spin round the block confirmed I had been a very very lucky man, it was a massive weight of my mind after a stressful 36hrs. If that pipe had gone on the open road.....
The road trip was back on! As a side note, the hotel not only didn't charge me for the mess, they forgot to bill me for the carpark at all... €80 saved!
Mid Repair in the Sauna...
Vence - 30th July - 9rd August
When my two friends headed home, it was back to the Campsite in Vence. I wanted time to drive the car on quiet roads and make sure it was right, before another friend came down to join me for the rest of the trip. I found a local brand of Cider, and enjoyed chilling out in the sunshine. I bled the brakes on the car one day too, they had been horrid and spoungey since Nurburgring and I had my Eezibleed kit in the boot....
Versatile these Cavaliers are, here its a washing line!
Milan, 10th - 11th August
After Vence, we headed to Milan. One of the great European Cities. Great Rip-off cities more like! I didnt warm to the place and was glad we were only there for one night. It took a 3-4 hours to head over from France, through some great tunnels and along some dodgy Itallian Autostrada. Fuel was also massively expensive. I was flashed by a speed camera. I paid €10 for a glass of coke. That sort of place!! That said, the Dumo (central cathedral) is pretty impressive and made from solid white marble. The fashion shops are everywhere, immense and expensive. Another playground for the well off! If you are into Sport, the then Milan has two things - the San Siro stadium and Monza, the home of the Italian Grand Prix. I made a point of seeing them both.
The Dumo, dont buy a drink here!
The San Siro, home of AC Milan and Inter Milan football clubs.
Monza then.... Another world famous race track, home of the legendary banked oval and host each year of the fastest F1 race. Its set in a vast park just outside the city, and of course has a link to the humble Cavalier Mk2 which is known as a Chevrolet Monza in South America. I managed to climb a fence and get onto a restored part of the historic track... its steep. Really really steep - I had to shuffle back down on my backside, you cant walk back down. Honestly, the guts the racers in the 1930's and 50s had to go flat out on this track must have been incredible. Proper modern history infront of me, Fangio, Ascari, Moss, Hawthorne and many more names stand out. The modern track is more sanitised, its still fast. Meeting Italys usual levels of security, I managed to drive the cav through security, take pictures by the entrance sign for the track and then drive into the paddock. Hot laps were on sale!! I nearly wet myself at the though of doing a lap in the Cav, but nope. I can be a passenger in a Jag. Not really the same. A small debate occurred between me and my mate regarding me driving through the unlocked gate onto the track and stealing a lap - Apparently she wasnt going to come bail me out if I was caught. I decided to take her advice this time......
On the banking at historic Monza
This is a popular shot with the South Americans!
I may not have taken the car on track, but I did hop the fence and get this one looking up the start finish straight!
Racetrack carparks, Italian style. No muddy field like Silverstone here!
Next in Part 3 - Venice, Munich, Nurburg (erm yeah, again) Amsterdam, Brugge, Spa and home again in a car that will not idle.
This has come up a few times now and as decent shells 1.8 & 2.0 become more scarce using lower spec cars as a project base makes more sense.
The main difference between the 1.3-1.6 shell and the 1.8-2.0 shell is that the 1.8-2.0 has a more beefy front subframe and crossmember setup.
The issue is that you cannot simply transfer the subframe across. The longer subframe is located by 2 bolts in the centre while the shorter ones have one bolt and a locating dowl.
All is not lost though. The rear bolts line up and the dimensions of the subframes are basically the same otherwise so you can cut the the section out of the shorter arms and weld them into the longer ones.
Take careful measurements of where everything should be then cut out the section in question from the shorter arms
Which will leave you with this.
Now once you have checked your measurements cut the corresponding section out of the longer arms and transfer the single bolt setup across. I suggest tacking it up then checking it on the car to make sure it lines up with the 2 rear bolts.
And you end up with this
Then there is the front crossmember / radiator support.
It can be cut out of a 1.8 or 2.0 (if you can get a decent one) and welded into place in the 1.3/1.6. It's basically a straight swap. With the lower arms in place you can bolt it up before welding to make sure it's in the right place.
If you're fitting an intercooler (as I was) you may benefit from making up a one off crossmember to give you extra space. What way you go about that will depend on your needs.
Personally I'd say this mod is only actually needed if you're running big numbers or are planning track days. If you only plan on fitting an XE and are a bit daunted by the task you'll be fine without.
1300 Early 4 Speed:
Final Drive Gear 4.18 to 1
1600 Early 4 Speed:
Final Drive Gear 3.74 to 1
1600 Early 5 Speed SRi
Final Drive 3.47 to 1
Mid Spec SRi 1800i
Final Drive 3.94 to 1
Late Spec 2.0 SRi's
Final Drive 3.55 to 1
Often used others:
Final Drive 3.55 to 1
Final drive ratio: 3.72:1 (front)
Feel free to add new data and box codes for other models and I will flesh-out the data above. This is just a start.
The idea of this mod is to give you better motorway cruising by fitting a WR 5th gear while keeping the decent acceleration of a CR 1st - 4th.
You could just go all fancy like Andy and fit an F28 but this is cheaper and gives you lower revs in 5th than the F28 in 6th.
I'm fitting a WR gear to my F20 but its the same procedure if you want to fit an F16WR 5th into your F16CR or if your fitting an
F20 gear cluster into your F16 housing this is a worthwhile mod.
F16s all share the same selector forks so swapping between them is easy.
If your fitting an F20 cluster its easier to use an F18WR 5th as the selector forks are the same between the
F18 and F20 but not with the F16
If you dont feel confident taking your gearbox apart the please dont start.
This is fairly simple to do but its still the inside of a gearbox
1- Remove the end cover of the box. This is the inner ring of 11/13mm bolts
2- now looking at the gears you need to:
Remove the two circlips arrowed in GREEN
Remove the two 5.5mm allen bolts that are arrowed in YELLOW
The left hand gear can now be removed by gently prying it from behind with a screwdriver. It is in a few parts so keep hold of it as you pull it off keeping the selector fork with it and being very carefull not to let the two bronze bushes (circled in RED) fall out.
3- Removing the left hand gear requires a puller but it does just slide off once the circlip is removed.
This is what your left with. Be gentle with it and keep it absolutely clean
Removing the F20 one is exactly the same and refitting is the opposite. If your doing this with the box still in the car jack up the passenger side only so you don't loose gear oil.
This is a basic how-to on converting to rear disc brakes using mk3 cav or astra hubs. This is a very simple swap and is very worthwhile since the disc setup brings both better braking and easier maintenance.
Now if your thinking of doing this I assume you can remove the beam yourself so im not going through that. The rear brakes will need to be bled afterward and there is a small bit of welding needed on the handbrake adjuster.
The easiest way to do it it to get your hands on a complete mk3 cav rear beam complete. This just bolts straight on without any modification leaving you with only the handbrake cable to sort.
If however you can't get one of those but can get the disc hubs all is not lost, you can use your mk2 beam.
If for have early NON ABS hubs they will fit straight onto the mk2 beam.
If you have ABS hubs it goes as follows
Now when you compare the ABS hub with what you have taken off the problem becomes obvious
New one with stupid massive abs sensor
The hole in the beam is too small so to get the hub to fit it has to be opened up to 61mm.
There are a few ways to do this I used one of these with a carbide tip
Hole marked up to be widened
Then it all fits together
If you have mk3 disc setup ones they fit straight on but if you dont you basically have two options.
1- replace the line with some copper or nickel brake line. If you dont have the tools to do this yourself most motor factors will make it up if you give them a length (bending a bit of thick wire into the right shape is a good way to get the right length)
2- bend the old drum pipe to reach the caliper. This works OK but IMO a new pipe is the way to go.
Ill be making up a new pipe for mine but just to prove that the drum one will fit
This has to be done no matter what beam your fitting.
You will need to get a pair of mk3 cav disc handbrake cables which fit directly onto either beam. The problem is that mk3 cav cables are longer so you need to loose the slack.
The easiest way to do this is to get this little bugger (the adjuster used on both 84-88 mk2s and ALL mk3 cavs)
The adjuster is 140mm long overall and by making it shorter you loose the extra slack on the cable. You need to cut a bit out of it (about 25mm) so you end up with it being 115mm long.
Take the width of your grinding disc into account, it needs to end up being 115mm long or you wont get the ends of the cable into it.
And weld it back together
This is fitted as it would normally be and the mk3 disc brake cable will now fit the car perfectly. Once its all bolted back up and the system is bled your good to go.
You can also use larger Vectra or Saab 9-3 rear disc brakes if you want. Its a cheap 5 stud conversion too. Backplate needs redrilling though..
Edited 7 Aug 2014 by Frisco
This is a basic how-to on removing the internals from an F16/F20 so you can swap the housings over to allow you to keep your F16 housing.
1 Remove the gear selector turret by removing the four 11mm bolts at the base and giving it a tug and a wiggle.
Disconnecting the gear linkage can make this easier, if you do this make sure you split as in the pic below not by undoing the bolt on the shaft to save you having to reset the selector.
2 Next remove the reverse light switch. This isnt strictly necessary but can make life easier and it just screws out.
3 Undo the ring of 13mm bolts on the end casing of the box. There are two rings of bolts, the inner one is for the 5th gear cover plate and the outer is for the gear cluster. Its the outer one you want. (that blue thing at the bottom is my finger)
Once thats done the gear cluster will simply pull out.
4 Remove both drive shafts. (if your attempting this i take it you know how to remove drive shafts ;D)
5 Now the difficult bit. You need to remove the big diff preload nut (castle nut) These are set by weight at the factory so you need to mark its position and count the number of turns it takes to remove as it needs to be put back in the same place.
Remove the locator which is a 10mm bolt.
Then you need to spin the nut out. Some people use a hammer and chisel but i am not that way inclined so i made this.
Which fits like this and allowed the use of a 30mm spanner.
Castle nut out. These are bugger tight so have your breakfast before you start.
6 Remove the drivers side diff bearing by removing the 5 bolts and prying it out. This takes a lot of prying and some swearing.
7 Once you have that off you remove the bottom diff plate (gearbox sump) Have a bucket as there will be oil in it.
The diff should fall out now so if the box is still in the car don't have your head under the hole.
Thats all of it apart. Both F16 and F20 are the same to dismantle.
Reassembly is just the reverse except for the diff which is covered below
8 The F20 diff is slightly too wide to fit into the F16 housing and catches on the ends
So it get it in the edges of the housing need to be relieved slightly on both sides.
This is done with a sanding disc covered in wax so to stop the dust getting into your gearbox. Give the inside of the box a good clean afterwards, needless to say filings on the inside of the gearbox isn't a good idea.
Pay attention to the setting of the diff preload nut, it doesn't have to be 100% perfect but as close as you can get.
Replace all seals and gaskets. Refill with good quality 75-80W oil.
Edited 7 Aug 2014 by Frisco
What with the new site going live and it being my 10th anniversary with mk2cav.com I thought I would write a blog, hopefully encouraging others to do the same!
I first joined the club in 2005, after buying an SRi. I wanted to join a club and be a part of something that fellow owners had in common; now I'm a quiet sort of person and was a little apprehensive about my first experience of meeting new people.. but after making the effort I now have some fantastic friends all over the country.
I have had many cavs over the last 10 years as I have not been been able to pin down and find exactly what I want. Even the fantastic V6 Calibre project I put together didn't quite hit me where I thought it would and give the buzz that I was looking for. This wasn't the car, but the driver - and I think that's one of the joys of a cav. There were so many variants. There was something for everyone, but throw a bit more customisation into the mix and you can have any car you like. I now have that with my "Saab-alier" and I'm looking forward to adding it to the garage, as soon as I get my laptop sorted!
Joining mk2cav.com has been a blast as I have had some truly fantastic times at events; from club meets in darkest Northampton in the depths of winter (well piss-ups really) through to doing two amazing euro trips which I would recommend anyone doing if they do nothing else.
If there's one thing this site gives you, it's a sense of been a part of something great. You know most people by face as they also made the effort like me to show up at events not knowing what to think(!) and as a result, the future for this club looks brilliant.
This new site is testament to that, but also to the fact sometimes we should also challenge our modern habits. I enjoy Facebook like most, but it will never give that feeling of been apart of something. So for all those that had input into the new site to push it forward, you have my sincere thanks.
I look forward to many more years of mk2cav.com and look forward to meeting all friends old and new, that I'm sure will be a part of this great community for years to come.
Images from the article that we took while we were out there are at the bottom of the transcription that follows.
Two years ago, an article in TV proudly told us "You have to go to Europe next year. Trust us on this — it’s brilliant fun and once you’ve been, you’ll want to go back again and again.." This proved to be a prophecy well worth fulfilling. At Billing for the past couple of years we've been flyered by the Manta club of Hageland in Belgium with a view to us attending their bi-annual Manta and Ascona meeting in Aarschot. We made our final preparations at Billing, even managing to convince another couple of cars from our not insubstantial stand to tag along too. This year, the Belgium event fell on the 24th - 26th of July; just two weeks after the VBOA's annual GM extravaganza.
Many of those attending managed to get a few days off work around the said weekend so that we could both extend the convoy on the way to the event and have some recovery time afterwards. With club members coming from as far north as Newcastle, as far west as Somerset (and even Ireland!), Thursday the 23rd was a day of meeting up with all the fun of a convoy until everyone had been collected en route. At the last stop before the run through to Kent, each car was furnished with a walkie-talkie by the club. These proved to be an inspired addition to any convoy. The ability to communicate, organise and mercilessly take the piss out of each other on the fly was fantastic. It was then off to Dover for dinner and beer before the 6am crossing to Dunkerque on the Friday morning.
Rain and an orange tinted darkness greeted us from the windows of the Travelodge, but mercifully enough, it soon brightened up. At around five-thirty am, six Mk2 Cavaliers filled with camping gear and bleary-eyed but excitable car nuts boarded the ferry. This was a welcome opportunity for Paul to once again replenish his oil reserves. It was a surprise for everyone to see anything at all on the bottom of his valver's dipstick after the blue plumes and acrid spray we'd been treated to on the way to Dover! He had however come prepared; with about four gallons of Texas gold on board to keep on top of the situation.
Once off the ferry, we had to get to grips with driving on the opposite side of the road. Although the majority of us had European driving experience (and the club covering the "Staples to Naples" banger rally in 2006 with TV) nothing really prepares you for crazy priorities at junctions and the French police. Our first planned stop was a much hyped trip via the historic beaches of Dunkerque which seemingly promised to be an epic photo opportunity. After close to an hour of driving, and believing we were nearing our destination, we arrived on a patch of ground next to a river, only to realise we could still the the ferry not too far in the distance! We pressed on, and having finally found a side road allowing us down to the front, we made it to the beaches. Photo opportunities were sadly limited due to various dreary bits of 1970's concrete street furniture, and in modern times these beaches don't really exude the sense of history we may have been expecting. In fact the scene more closely resembled Blackpool seafront than the setting of some of the biggest battles in our history. Our presence had not escaped the attention of the local constabulary either. A marked car was followed by several more discrete offerings from the Gendarme which proceeded to circle the block casting a dark Gaelic shadow over our first stop making us feel particularly welcome. We decided to move on towards Belgium.
The run between France and Belgium was punctuated with fuel/call of nature stops, photo and video opportunities and a short but torrential downpour which left us wondering if Jonny had led us back to the channel! Motorway services in Belgium soon dashed any hope of cheaper fuel abroad. At over €1.30 per litre, even allowing for the exchange rate, it was still cheaper back home. The food there left something to be desired too, but hey, neither Belgium nor motorway services were ever known for their culinary delights.
As we neared the shows' location, we learnt that Jonny's (trust me I'm a lorry driver) directions extended only as far as the nearest motorway exit. Thankfully Ivan's hawk-like vision drew attention to the first of some (tiny) yellow signs on lampposts bearing the word "Manta", and we managed to find the show site. It was around mid afternoon by the time we rolled in, and there were only a few Mantas over in one corner and no Asconas whatsoever - let alone any of the C variety. First impressions ranged from " Where is everyone? " through to " Is this the right place?! ". Happily though, we were fairly early to arrive in the scheme of things and a steady flow of cars soon began to fill the site.
Local facilities were good, with two supermarkets within a five minute walk providing well priced food and more importantly; Beer (big shout to the Kaiser Chiefs, you know who you are!). Facilities on the camp site were "limited" with communal toilets! The seven am toilet visit can be challenging enough for a man without standing two feet from twenty or so women who are queueing for the two available cubicles. And the inmates at Parkhurst would have thought twice about the showers.
The weather was more than kind to us. The few brief rain showers we had really did nothing to dampen anyone's spirits and most of the time we were there it was genuinely hot. By the time the site was full, just about every age and model of Manta and Ascona were represented in both standard and modified forms. Engine conversions were not just limited to GM units either. One Manta A in a particularly striking shade of orange had been very neatly equipped with a straight six BMW M3 engine! Other conversions of note were another Manta A with an XE running a sneakily almost hidden supercharger. At least two of the Manta Bs had been beautifully fitted with 24V Carlton GSi motors too. The usual spread of carbs and throttle bodies were also in evidence, most notably in an outstandingly built Ascona A, finished in a rather individual shade of metallic green.
The majority of Ascona Cs (Mk2 Cavaliers) in attendance were on our stand, particularly in modified form. Many of the cars local to the event had lowered suspension and different wheels, but little in the way of engine mods, largely due to extreme rules imposed in Belgium. Our Mk2 Cavaliers therefore drew a lot of interest, especially with the bonnets up!
Despite doubting whether Belgium was ready for our little convoy, Leuven was ready for anything. The imposing gothic town hall and surrounding architecture gave little away as to this picturesque town's burgeoning nightlife. Happily our visit also corresponded with some sort of local festival with literally tens of thousands of people cramming the streets to party! This was right up the street of the occupants of our Beer powered support vehicle - the 3.0 Omega Elite driven by Ben Thurston from CJK and Paul from Young's engineering. They may have missed the ferry, the convoy across and most of the show but my god they made up for it in style.
At the time of writing it is still uncertain which way the GM board is going to go with it's choice between the Canadian-Russian consortium led by car parts group Magna International and investment group RHJ International. With the former indicating it may well close key European manufacturing locations with the loss of 11,600 jobs. At such a watershed moment over the future of the former GM Europe in general and with the loss of Saab already in the bag it seemed almost pertinent that our Cavalier tour took a detour from our road trip back to port to visit the site that was actually the birthplace of the majority of the Cavaliers in convoy, (the alternative slightly less well bolted together plant of choice was Luton - where all the cars seem slightly more prone to rust from too). From some distance the GM presence looms large, emblazoned on chemical towers and buildings across the industrial landscape. It was impossible not to notice how much one company had impacted a geographic area to such a vast extent.
After getting the shots that we wanted we found ourselves on six lanes of pristine yet desolate tarmac running from the plant to the edge of the industrial district. We had casually planned a couple of shots of the cars in formation, but of course, owing to being caught up in our little 'pilgrimage' excitement quickly took over again. The resulting 30 seconds of footage more accurately resembling strip action at the Santa Pod. Everything that we had been through over the weekend culminated in that one shot. It felt like the cars were on home turf for the first time in 25 years and eager to please. Until the Luton built Calibre decided to let the side down. Cut to the end of the clip and there is a moment where the V6's torque can clearly be heard pulling the thread from the gearbox mount. Quick thinking and Keir's big hands made light work of swapping out the bolts from Richie's strut brace to get the car home.
So was it all worth it? In short, a wholehearted YES! Some may doubt that a smaller club with a niche outlook and without the resources of some larger clubs could pull off a jaunt to the continent, but this could not be further from the truth. Booking the ferry in advance and being flexible on your crossing time keeps the cost down. Taking two to a car spreads the fuel costs. Eating locally from supermarkets etc keeps those costs to a minimum too. European mapping on your SatNav (including 'safety' cameras) is a must, and walkie-talkies come highly recommended! Our event provided us with a shared experience that none of us shall forget.
Perhaps the quote from Dougie's first trip to Belgium does sum it up most effectively; "You have to go to Europe next year. Trust us on this — it’s brilliant fun and once you’ve been, you’ll want to go back again and again.."
We are already planning our next adventure.
Images from the article that we took while we were out there. Many of which were not included. Many more exist too!
Almost ten years ago now, myself and Dougie (and Dan) took part in a banger rally. We bought a 130 for £100 (well those days are long gone!), and did it up over a couple of months. This trip really set the tone for storming across Europe on a mission, that in part led to us all going on our first EuroTrip as a formal club event in 2009.
To celebrate, what follows is a re-print of the Total Vauxhall we produced to mark the event with updated insight (random comments based on hazy recollections of the event..). Enjoy!
I shot photos and videos whilst still doing the lions share of the driving with dougie who was writing the whole way.
(dan.. well, we love you mate, but dan ate and slept, and did some of the driving..)
Here is the magnificent beast that ended up going to Ireland on a back load..
I wonder where it is today. It was a great car!
Here you can see some of the challenges, views and the other MK2 we convoyed with.
At the end of one day (Naples) there was a planned ambush! We knew something was afoot tho,
and the SRI130's central locking didn't let us down!
Late night convoys through adn over mountains, with some interesting rest stops! (Also the starting point @staples!)
To those that donated to cancer research for us - I'm still seriously chuffed today that we raised a grand and had fun doing it.
I'm proud to know such a cool bunch of people.
Cancer research might be a 'mainstream' charity, but it's an evil, viscous condition of which my mother died.
In many ways, she's the reason I started this website - Cancer Research UK is our charity of choice.
It may be that S2N has gone the way of the dodo.
Regardless, here's a link to the site on the rally itself: Staples2Naples website.
Here's a link to it on the wayback machine that should still work: S2N on Wayback
You can pretty much stop reading here.. but if you really care, you can read the progress diary (cough) from the run up to the event below.
By means of a bonus. Here is the remnants of our project blog, although I'm unsure where some of the photos went. (I blame dougie for poor photobucket stills)
20th June - Dougies got the trackrod ends, now it just needs tracked before the tyres go bald. I can safely conclude that the car is riding much better now not only because we changed the driveshafts (dougie) but because the wheels feel more at one with the road (and society at large) now that we have fitted some new wheel centres that I'd found hiding in my garage!
Dan also cleaned up Dougies "spare" drivers seat for his red 130, the existing drivers seat had worn through to the wire frame and felt like you were sat on a bench. The new " brown " one not only compliments the rest of the grey blue interior perfectly, but its probably the best of the lot!
14th June - Changing the track rod ends didnt go to plan as we were sent the wrong ones at the weekend! - still we changed the oil for what must have been the first time in years, sorted out 4 matching sets of wheel bolts removing the (VW ones in the process) and I found a set of centre caps I'd been saving in my garage that will fit her! I'll upload a pic for comparison soon!
8th June - As Dan's Astra needs a clutch, and Dougies GSi has interesting isues Myle is still being driven to Bath and back each day.
The fact there is creaking and grinding noises from the front end doesn't seem to put you off when needs must! Hopefully the guys will succumb to my nagging about us getting some little jobs on it done, so I can load it up with 200kgs of bits for our stand at billing this year!
Anyways, I've decided that all teams on a banger rally where people usually paint their cars in horific ways needs a 'great' team logo.. here is why me and photoshop should never the two be paired..
from left to right:
Dan (I spent most time on), me (need to find better pic!) Dougie - (with hair!!!)
Finally, I've ordered the stickers for the rear window and bonnet, which are a modified version of the club keyring I designed. I hope Dougie & Dan can get some decent total vauxhall ones, as well as ones from other sponsors. Time to get the word out about our mission. No pristine low milage Cav GL for us, oh no! A Battered SRi130 is only way to travel!
29th May - Fitted my mk3 cavs old wheels, got rid of the judder, had a good look round the car, plenty to get done!
Must add that these pics were taken at lockups, not my house, washing machine or pesky cat gaddamit!!
9th May, bought for £100 - has allready had indicators, trim, K&N, and put out a wanted list of a great many parts!