FHC resto nr. 47; A messy job

It's been a while since my last report on the FHC restoration and there has been a very good reason for that. Due to other commitments there was not much to report. But yesterday I used the fine (read warm) weather as an excuse to have a go at wax-oiling all the box-sections and cavities of the cars' body.

When restoring the DHC a few years ago I made the mistake of wax-oiling the car late in the year with lowish temperatures. In the end I got everything covered with the sticky stuff, including myself. But it took a rather long time as the spray tubes clogged up frequently due to the cold temperatures. Not so yesterday. After covering the floor with a liberal amount of corrugated cardboard it was time start.

For the DHC I used the classic brown wax-oil from Dinitrol, but that was no longer available through my usual supplier. So they supplied me with a colourless alternative from Motip (Section Wax). It certainly is as sticky as Dinitrol, only it is less visible. Which can be an advantage or a disadvantage. Depends how you look at it. But I think I got everything pretty well covered! Only the sub frame, doors, bonnet and bootlid are still waiting to get the same treatment. 

Will give it some time for the surplus wax-oil to drip out ...

Other jobs carried out so far, coating the springs so they match the interior, and searching through my spare wiring looms in search of a half decent late European specification one. Refurbishing and checking all wiring will be next on the to do list together with having all smallish parts coated.

Jubilee

Today 34 years ago 't Kreng was first registered. At that time she had been standing at a dealership for a year or so. According to her VIN number she must have come off the line in Solihull somewhere in April 1981. And while trawling through my photographs I was reminded of the fact that on the 4^th of March it was exactly 10 years ago that I joined Club Triumph. Completely forgot that one, time certainly flies when you're having fun, thanks so far CT. Some pictures from the archives showing the car's various guises over the years;

Restoration nearly finished ...

(September 1996)

During the English Car Rally, shortly after her restoration

(June 1999)

After a local navigational rally

(November 2000)

On top of the Stelvio Pass

(July 2002)

Near the French Atlantic coast, Les Sable d'Olonne

(July 2002)

Dawn near Lausanne during Club Triumph's 2005 10CR

(September 2005)

Le Carrera Caledonia

(June 2006)

On Buttertubs Pass prior to Le Carerra Caledonia

(June 2007)

Near the village of Buttermere after the International AutoEcosse

(June 2013)

And her current guise

(March 2016)

And two interesting pictures of two sister cars. As their licence plates have an ascending sequence it is safe to say they were registered together ...

A journey in the dark ...

Took 't Kreng out for a test drive, in the dark last evening, to see how the new lights perform. It became clear immediately that these lights have a much better output compared to the Lucas 7" units (which in my case are fitted with halogen bulbs). The light pattern on low beam is much brighter and more "focussed" with a fairly clear beam cut. But that is not a problem.

Have to admit though that from a colour point of view the eyes need to adapt a bit. Especially on narrow country lanes without markings the white light just lights everything up. A more yellow light will highlight greens better thus accentuating the verges more. On major roads with marker lines they are perfect.

Also typical for these focussed beams is that at the edges of the beam pattern there is a narrow coloured band. This is caused by refraction on the edges of the focussing elements. Looks a bit weird when driving behind light coloured vans or passing large faced objects close to the road.

Low Beam

High beam is everything that it should be. But here there is a slight draw back. Due to the beam's projection there is a slightly "darker" area in the light pattern in front of the car. On smooth roads this is not much of a problem. But on the less smooth country lanes around here, together with more speed, it sometimes seems like the light pattern looses "contact" with the road. Clearly a small draw back from the very focussed beam pattern. And in my case highlighted by the fact that I adjusted the lights towards their upper legal limit. Lowering the beam a bit should improve this. As will reconnecting the spot lights ! (I disconnected them so I could better judge the LED lights)

High Beam

And finally it was good to drive a TR7 in the dark without lights that were vibrating madly on everything but the smoothest of asphalt!

First outing of the year

Hadn't really planned to do this, but as the weather was rather fine and the new headlights' aim needed final adjustment, I decided to take 't Kreng out of her mandatory three month hibernation and go for a few hours' drive through the country. Was quite amazed that she started on the second attempt and immediately settled in a fairly steady idle.

First I drove to the local Land Rover specialist in the rural village of America. They did supply the new headlights and agreed to adjust them as part of the service. As usual with the lights' adjusters in good order it took less time to adjust the lights then to get a cup of coffee out their coffee machine.

And with the lights adjusted it was time for some fun, and a few little photo shoots ...