PAG 18, page 19
The steering column is from a Morris Minor, complete with indicator and horn switch, as I originally was going to use the 50’s ‘sprung’ type of wheel (looks very 30’s sports) but in the event it also opened the door to a wealth of ‘go faster’ wheels made for midgets and the like from auto jumbles. In fact the one you see in the car is a bit smaller and cost a fiver !
Fitting the column is easy if you find one of the Citroen double universal joint steering column bottoms (Dyane ?) Cut off one joint and the rod left is 15mm diameter. Cut your Morris column bottom clamp off and the ID of the column is just under 15mm ! You can work it out yourself from there, although you may like to do this after
registration. My vehicle inspector spotted that it wasn’t Citroen and wanted to know what it was off, had I a receipt, what registration was the Morris minor …. I used the 2CV steering lock clamp as a clamp fro the bottom of the steering column, incidentally.
(thinks: Must get round to pinning that now I’ve settled its position) Not only do I now have that ‘classic look’ but I can move the steering wheel up and down and in and out (should I want to) and buy s/h alternatives easily.
The dash is a bit of rosewood wardrobe. I didn’t varnish it very thoroughly it seems and it’s already looking a bit too ‘weathered’ Furthermore I didn’t include a glove box door so that will change (one day). The switches are Morris Minor pull buttons (including a button for the start motor separate from the ignition key, floor mounted dip switch and the option to turn off the dash lights when the lights are on, all things I commend to you). The clocks are Citroen G.S. Who would have believed that these engines rev to over 8 grand without seeing it on your own tacho ! Mine already converted for 2 cylinders came from a CSC member. Indidentally, the handsome Jaeger fuel gauge was
defunct so I stripped it to find that it was made by Smiths and apparently identical to the Morris Minor one. Mine now has Morris internals and works well.
Up the business end, I decided it needed a good tidy up. I hated the oil cooler, so I replaced it with a simple tube by-pass. My thinking was: ‘The engine was designed to be boxed in and engine-speed fan cooled, while labouring at low revs, in high gear, over alpine passes, in sunny climes, with four people and luggage aboard. My car weighs half as much, carries half the people, has twice the cooling when under way, and lives in England. No problem” So far that’s proved true, although it took yet another of those deep breaths to wilfully throw an oil cooler away, regardless of the logic!.
I know the Lomax enthusiasts of the CSC all fit more oil coolers but I think they are being alarmist. We’ve had a brilliant hot summer and I thrash the brute mercilessly all over the Mendips. I’ve seen no sign of distress apart from once when two up it pinked a bit. That may or may not have been the heat, I couldn’t be bothered to find out ‘cos it never did it again. Of course a Lomax engine is still partially shrouded by the bonnet and the chassis.
I also hated the way the ‘old’ car had to be cranked to fill the carb before it would fire so I fitted an electris SU pump on the bulkhead. (Guess what it is off ?) That’s worked very well too, and it left a platform, where the original pump used to be, which has just collected the alternator. It’s got a much shorter belt run, is out of the spray a bit, and is a lot less vulnerable to careless parking (by me; I bent it a couple of times on kerbs and verges). And it looks infinitely better. I fitted a smaller battery in honour of it having less engine cranking to do and that’s held up fine too.
Well that’s about it; the indicators are Morris Minor grafted onto 1970’s Japanese motorcycle bodies; the twin lens tail light came from the electrical accessory people Phil recommends (I wanted to use a Lucas motorcycle one but we’re obliged to have twin bulbs at the back, even if close together). And to those who say “What happens if you get a puncture ?” I say “Not having a spare never stopped me riding my
motorbike” Must get one of those quick fix aerosols.
I spent a lot of time getting the pedals right and working on seating positions and would advise any builder to do this, it’s worth it. Get it
comfortable, and you’ll want to use it.
So; it’s been on the road since early June and I love it. To my great joy it is everything I dreamed it would be while building it, which can’t be bad. The old’ trike has been sold and it’s my only car; I drive it almost daily. I regularly see 90 on the clock (I’m on standard tyres so it’s under-geared; not a problem generally). I’m amazed to find that when I’m driving hard I keep the rev’s above 5000 all the time. A pair of motorcycle carbs and the little sewing machine motor becomes a rally engine. I see why Phil encourages us to stick with the 2CV engine. It’s a beauty. So if you’re flagging with the build, pitch in, get on with it, get it on the road, start having fun. The problem is that, having put a 95% finished car on the road I never seem to have time to do the other 5%. I’d rather just take it out for another road test………
Have fun folks……………...David Gardiner