As I mentioned in first things first, the oil pan is badly damaged by corrosion. And since it seems to be almost impossible to find a replacement, I had to be inventive about repairing the one I got. Repairing seems to be the only choice, simply because the price quotes that I got to cast me a new one were too high. High but perfectly understandable, because all that work to make just one example, makes it extremely expensive.
So my first thought was to have it welded by a specialists firm, but my Australian connections advised me not to do that, because of the poor quality of the aluminium. And when I had a good look at it, I could do nothing else than agree with them, that aluminium looks more like gingerbread than metal. They told me to use some modern epoxy stuff to repair and even rebuild metal parts, rather than taking the risk of burning even bigger holes in the pan, trying to have it welded.
So I contacted my colleagues at work from the technical department (I work for the Flemish public transport company De Lijn) and asked them what they could advise. After some thinking they came with Locktite Hysol 3475, a two pack aluminium epoxy, as the ultimate solution. To be absolutely sure that it would be oil and temperature proof, I contacted the Locktite helpdesk, and they agreed with my colleagues advise.http://www.loctite.be/cps/rde/xchg/henkel_bef/hs.xsl/3888_BEF_HTML.htm
They were very helpful and even phoned me a few days later to give me some extra tips and tricks, so I started to work. First I had the oil pan slightly sandblasted to give the product a better grip, and then I used it further completely by the book. It was very easy to use, and gave directly a good feeling about the end result. A satisfying result that I became after 3 thin layers of product, slightly sanding the stuff between every layer. Take it slow but perfect, rather than trying to do the job fast and in one movement. Once the outside was finished, I added as an extra a thin layer by brush on the inside of the pan. Just to insure that it would be leak proof.
Afterwards I made it all straight with some abrasive paper on a wooden block, and sprayed aluminium paint on it. The result looks very good and perfectly usable, if it not leaks... So as the ultimate leak test I filled it half with white spirit, left it in for a week, and it has lost nothing. So I think the result is OK!
To keep things going on, I think It is time to inspect the chassis on cracks and bends, and repair what I already can see. Yes, I like to do that before it goes to the sandblasting company, after the sandblasting process I still can look at the minor faults, and repair them at that moment.
Fortunately after a close inspection, I discover that the general state off the chassis is not so bad as I thought. It has only surface rust, so there are no parts to be welded in. An on the field of cracking, It is a cold riveted chassis. And I am always told such chassis can work, and because of that they dont crack. True or false? I dont know, but I am willing to believe it, looking at the state of this chassis # 1861.
The worst damaged are the fixing points of the rear springs. Where the bolt goes thru the chassis, it is not an round hole anymore, but a buttonhole. I repaired it by welding a thick washer on both sides of the chassis, so now it is three times thicker than it was originally. I think that will do the job for another 50 or 60 years.
Another small problem is the tube between the two spare wheels, for the bolt fixing the spare wheel clamp. Somewhere in the past it has been cut in half. Maybe the needed a piece of tube to repair the central heating? Anyway, I put the tires on their place and measured the high required. Then made a new tube, 5 centimetre shorter than the complete high, and with a nut welded in. Simple, and but since I have to make the fixing bolt also, this should work. For the rest I reinforced the welding of the transverse bar holding the pedal assembly. And then the chassis looks good enough to be sandblasted.
The sub frame for the front suspension requires more attention. It has major cracks and it is bend a little. And the cross that is in the centre, and responsible for the strength of the sub frame is simply cut out.
Why it has been done I dont know, maybe to take out the engine? But no panic, I still have some old iron on surplus from the rusted Austin Healey that I broke down to restore mine. And AH uses a cross almost similar to that from my Morgan. So after some cutting and welding, I have a sub frame that looks like it has to be.
Now I have to straighten the LH tubes and repair the cracks where they are welded on the middle section. To reinforce the transverse tubes, I made some extra inner tubes from central heating pipe. I made them on measure on the lathe, and now they slide just into the original ones. After that I MIG welded everything, so one Sunday morning solved the whole sub frame problem. Now I still only have to make a new tension rod for that left side, and the sub frame is ready to be painted.
So with the major problems already fixed, the chassis and some other parts are loaded on the trailer, and went up to the sandblaster. I also took the oil pan with, to have it (more gently) sandblasted, so I can have a good look on the corrosion damage, and decide what to do with it. After a week the chassis was back, and al lot cleaner.
After a close inspection I could find othing special, only some little cracks that are welded in a second. So finally I can paint the chassis in wash primer, to prevent it from surface rusting in the time I need to fix the other parts that are needed to come to a rolling chassis.
When the whole lot, or most of it is ready, I will follow the prophetic words of the Rolling Stones, and PAINT IT BLACK !
With the chassis now in clear sight, I have to think about some kind of strategy around the rebuild. Starting a work like this without a good plan is plain madness. I risk to end up with a lot of wasted time because of the difficulty of finding parts or craftsman to do some specialized work for you is real. On the other hand, waiting is a part of the restoration process
First thing to decide is the way I will go with the chassis, concerning the engine. The original block is ready, but for the moment thats all. The cylinder head has been frost damaged, and had a bad repair in the past. Since it is a head specially made by Morgan, a OH conversion of this type of Standard engines, it is not simply a matter of buying another one. Also the aluminium oil pan, for as far as I know also unique for this MOG engines, is damaged by corrosion. It seems to be that the engine has been standing on moist ground next to the car, in the years before Jean found it. A badly corroded oil pan is the tragic result.
So as a possible solution, I bought about a year ago the engine and gearbox of an MK II Ford Escort. With little changes to the MOG chassis, that must be suitable to build in temporarily in the project. Just to speed things up a little, and to get the car earlier on the road. The correct engine can still be fitted afterwards, once it has been finished. But on the other hand, long-time experience learned me that such solutions mostly are crap. Once the car is running with the donor engine, the chance of being reunited with his correct engine is very little.
So after a bad night sleep I decided to go for the hard way, that is with the original engine and gearbox. I have the correct parts, so I strongly think thats the best solution, and because there is only one proper way to restore a car: Original, or as close as possible to that. It will probably set me more than a year back, but as I already wrote, I am not planning to die in the next years, so time is on my side.
My first concern then was the cracked cylinder head, who was going to repair that in Belgium in a proper and reliable way? I have no idea. But in England there must be specialists for such a job on every corner, that can be no problem And because the biggest auto jumble is on the calendar for 11 and 12 September 2010, we go over there. Only for one day, because before I had no such plans, and finding a place to sleep on such a short notice can be forgotten. So on Tuesday we decided to go. Me my son a good friend, and my brother in law. The next Sunday morning at 04:00 am we were on the road. Beaulieu here we come!
Huge, thats all I can say about the auto jumble at Beaulieu, all other words are too little, to small You have to have a good plan, and about ten eyes to see a bit of all that is there. In that way you only miss the half, the other half you can keep for next year But despite such massive supply of parts and services, finding someone to repair a cracked cylinder head like this in a proper way was not so easy as I thought.
After seen about the half of the field, I was getting a bit desperate. Until in the late afternoon a Belgian friend we stumbled on, tipped me about Nick Hood from Surelock casting repairs. We managed to find his trade stand, and I showed Nick some photos of the cracked head. After taking a good look at it, a simple smile and yes I can do that was the answer. What a relief... http://www.castingrepairs.com/ So we went quickly up to our car to get the damaged part, and left it with Nick to be stitch repaired. By Christmas he sayd it should be ready, and that was all fine by me
So my major mission of the day was accomplished, from now on I could browse relaxed around the field and dream a bit about the further order of the restoration. My next big concern would be the oil pan, but I hope that is not gonna be the worst part. Once those to two major parts are back in shape, I can reassemble the engine and start thinking about the carburettor and ignition. Also tricky parts, but they are all in my pile off boxes, and looking repairable. It surely will take some time to find the right replacement parts, but it must be possible. And in the meantime I can start working on the chassis.
And after a good pint or two, my straight plan took more and more shape: having a rolling chassis by the end of 2011. Do I grab to high, or is this wishful thinking? Only time will tell
In the following months, a lot of maintenance on my other cars kept me from start to work on the MOG chassis. But smaller things like disassemble the drive train, the rear axle, and repairing the support for the spare wheels, has succeeded.
And then around half December came a phone call from Nick: the cylinder head is ready, pressure tested and all! As he had promissed, in time for Christmas. The repair was not really cheap, but on the other hand, good work never is. And when it arrived, the quality of the job surprised me. The guarantee Nick gave me on the repair will be long gone before I start the engine for the first time. But I am strongely convinced that the guarantee wont be needed
Next step now is completing the cylinder head, by grinding the valves and seats, and putting it all together. That work will be done by my friend Eric. He has the skill, the tools, and the machinery to do so, that will be fine.
In the meanwhile I try to find out what colour the engine must be painted in to be correct (if you know, mail me!). Than trying to find a sound oil pan (mine is really bad, if you have one, mail me!) and off course to go on with the chassis. Because now I have a deadline to catch !
It must have been 1970 when Paul, a bartender in a local club in Mechelen (Belgium) who was driving an MGB at that moment, woke up my interest in sport and classic cars. He had a collection of old cars, most of them British and dating from 1930 till ± 1960. One day he appeared in a 1952 flat rad Morgan he bought around Antwerp. Until then, I never heard of Morgan before. But when I saw that car in burgundy with black wings, I was hooked for life. I was 18 than, very enthusiastic, and with only one small problem: money
But things got better, and in the mid 70's I made my first steps in the classic car world. In an early MGB, and until today I still think that is the right choice for a beginning classic car enthusiast. Later on, more MGs Triumphs - Austin Healey and Jaguars came and went, all with their own ups and downs. But no matter what, British cars have always been my favorites, and they still are. Years and cars went on, but with the past in mind, I always kept one mark above them all: MORGAN. Simply because of its authentic looks and charisma, for me still the real thing ".
So when Jean, a good friend, in 1983 traced a Morgan series 1 in Brussels, and rescued the car from demolition, for me the Morgan madness really got started. I nagged him the ears of the head to sell me the car. But nothing helped. He was planning to restore the Morgan itself as a present for his wife, so she could drive it on classic car meetings. But I got the promise, that if he would not implement the restoration, I would be the first one having the chance to buy the Morgan.
And yes, people with a word of honor really exist. In 1990 we saw each other briefly at a classic car show. He asked me almost casually if I still wanted the car, and a simple yes among friends was enough to make my dream come true. Finally it happened! Exactly one week later I went to collect the car, or what had become of it. Now the Morgan 4/4 was completely in bits and pieces, and stowed away in boxes. The chassis was hanging on the ceiling, the two halfs of the body on the wall.
Fortunately for me Jean is a talented technician, so not of that "in boxes thing" was a problem for me. The car might have been dismantled, but is was done with logic and sense, I was sure abouth that. And on the other hand, he had some things already done in his own perfectionist way. The engine block was overhauled, the dashboard and gauges were very professionally rebuilt, and a correct set of 6 brand-new tires was also present, among some other small parts.
Up on arrival with my treasure at home, my neighbor asked me if I was starting a old iron business... I told him to start a carreer as stand up comedian. He is not really that funny, so he helped me to unlood the trailer, and after that everything was neatly inventoried and locked away. It had to wait a little bit, because I still had an MGA 1600 to restore for my wife. And MGB for my son.. And after that a Triumph TR 3 that I owned since 1975... Because I realized that the restoration of the Morgan would not be for the near future, in 1996 I bought me a metallic gray 4/4 from '76. So with the Morgan virus re-injected, things would speed up I thought. But then came a lot of alterations to the house, followed by the restoration of an Austin Healey 3000. Later on we moved to a larger house because I needed more space And then out of the bleu a nice Jaguar MK II crossed my path, with of course some minor work on it. And before I knew, it was 2010
But fortunately, in the meanwhile I had the great idea to have me build a new skeleton body for the Morgan. Simply because on the 1996 MGCC Silverstone gathering I met two older gentlemen who were engaged in the manufacture of body's for pre war MG's. Two fantastic craftsman who were willing to build me a brand new body, a Morgan was a challenge for them. They were both along in years, so I realised I could not postpone the job for years. That was the little pressure that I needed to act immediately!
We made a shortbreak to England with some friends, just for fun, and to deliver the remains of what was once a wooden frame personally in Newcastle upon Tyne. John and Roberts workshop Ashframes International, was located above a local garage. Fully stuffed with machinery, wood, and craftmanship. They used a winch to hoist up and down al what they needed or produced, by a hatch in the floor. Unthinkable for us here in Belgium, but at that time just simple and normal for them.
The agreement was that they would bring my newly made body to the next MGCC Silverstone gathering, and so it happened. In June 1997 the wooden body was brought home by a friend with a little van. It was tucked away in a safe and dry spot, and there it stayed, and still is Just on another more spacey location because of the change of residence, and with a little more dust on it.
So a few months ago, with the ugly number 6 comming in sight in front of my age (altough still 2 to go), I decided I dont have half a life resting to start and complete the restoration. Not that I am planning to die, o no far from that, but I am a bit worried on the practical part of getting in and surely out the car on a minor flexible age...
So in juli - yes 2010 - we decided to take the chassis of the wall, and move it to a good spot in my workspace. There is much thinking and planning ahead, but Finally after 20 years the restoration has started!
Welkom op mijn blog. Een blog die als alles goed gaat, na verloop van tijd aan mijn vrienden en bekenden een mooi overzicht zou moeten geven betreffende de restauratie van mijn Morgan series I. Ik hoop ook dat er na verloop van tijd wat reacties zullen op komen van mensen die met een gelijkaardig project bezig zijn, want erg veel informatie is van dit type wagens niet te vinden.
Voorlopig is er nog vrij veel dat ik kan plaatsen, omdat er een achterstand op berichtengebied in te halen is. Maar naar de toekomst toe zal er minder frequent nieuws te rapen vallen, gewoon omdat de restauratie nu eenmaal geen fulltime job maar een hobby is. Het werk zal dan ook niet altijd even snel vorderen, maar ik doe mijn best!
Na deze intro schakel ik over op Engels als voertaal voor mijn blog. Dat om een welbepaalde reden, het internationale aspect. Ik hoop om via deze blog in contact te komen met collega liefhebbers die me kunnen bijstaan in mijn zoektocht naar informatie, fotos en onderdelen. En al zal mijn Engels niet steeds even correct zijn - ik ben ook maar een autodidact op dat vlak - zal ik er alles aan doen om mijn taal van Shakespeare op deze manier bij te schaven, zo vang ik twee vliegen in één klap.
Veel plezier met mijn blog "Morgan series 1".
Jeff
Welcome to my blog. A blog that, if all goes well, after some time should give a nice overview on the restoration of my series I Morgan. I also hope that some reactions will come from people how are undertaken a similar project. Maybe we can help each other, because a lot of information on this type of Morgan cannot be found.
At the moment there is pretty much that I can post because there is a lot of old information that can be told. But in the future my posts will be less frequent, simply because the restoration is not a full time job but a hobby. The work will not always go quickly, but I do my best!
And though my English is not always correct - I'm an autodidact in this field - I hope it will improve my skills in the language of Shakespeare. Then I catch two birds with one stone, and that will be fine.
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