Our classics
I never really meant to buy an MX-5, having always been more of a ’biker. But then I did my knee in and was unable to ride, and after a couple of years of hoping I’d be able to get back on the ’bike it became obvious that wasn’t going to happen. Eventually, I realised it was daft to leave it gathering dust and I’d be better off getting something I could enjoy at weekends.
I looked at a few Fiat Coupé Turbos and even a Saab 900 Cabrio, but the Fiat was pretty feisty on parts and labour costs for the inevitable jobs it would need, and I had always liked the Mk1 ‘NA’ MX-5, so decided to concentrate on finding a good one. After trying seven or eight cars they all felt so different, with a lot of very ropey ones, and I was about to put the search on hold when ‘mine’ came up.
I’d just returned from viewing another rough one with a mate when the advertisement appeared, and it was located just next to a bend that I often use for cornering shots in Buckinghamshire.
It was by far the best example I had seen. The test drive revealed that one of the brake discs was warped, but other than that it felt as good from behind the wheel as I was hoping for – plus it had previously had a new hood and the interior was like new for a 1992 car.
Mine is a 1.6-litre UK MX-5, rather than a Eunos. I prefer the turn-in on the 1.6 to the heavier 1.8, and it’s such a sweetly balanced thing on a decent back-road, with beautiful steering. It rides really well, too, and still has the lovely original, thin-rimmed Momo wheel. Being an early example it’s a non-abs, non-airbag car, but I had to have the chrome-ringed dials.
Because I drive a lot of torquey moderns when photographing for C&SC sister magazine What Car?, I really like the fact that if I want to get anywhere I have to push it – the engine loves to rev, much more so than the lazier 1.8, which makes it a real contrast to the new stuff and that bit more special as a result. When I’m out in the MX-5, it’s rare that I’d rather be in anything else.
I’ve never liked the spoilers/rollbar/big wheels look, so mine is on its factory 14in ‘daisies’, and the only thing I’ve added is a Mazda wind deflector. It had a slightly larger than standard stainless exhaust tail section when I bought it, but it doesn’t drone and adds character higher up the rev range.
Since I bought the car in 2012, it has gone from 74,000 to a little over 82,000 miles and I’ve had to have the usual MX-5 rust repairs to the nearside sill and rear wheelarch done by the ever-helpful Pete Young Motors in Shrewton. The car wasn’t garaged until about three years ago, so the driver’s-side arch and a small part of the sill now need a bit of work to get it looking perfect again – plus I’d also like to refurbish the wheels and the pop-up headlamp covers where the lacquer has peeled. For the same reason I’ve replaced the bonnet with a straight swap for a secondhand part that was a perfect paint match – an easy fix, like most of the things on the car.
The only mechanical issue has been a ruptured power-steering pipe that I tried fixing myself, but it turned out to have gone in another section that I couldn’t remove, so I took it to the workshop. Other than that, it’s only had routine things including rear calipers (they seize), a new radiator (the old one silted up, causing the temperature to climb higher than I’d like) and service items such as water pump and cambelt. Because it’s so light, it’s been pretty gentle on tyres, brake pads and the like.
To this day, I still use that corner in Buckinghamshire for the odd photoshoot, and every time I do the seller comes out and asks if I’ve still got the car. I think he wanted to keep the Mazda but his wife vetoed it; I’ve just got engaged, so fingers crossed it won’t be the same for me! I’m pleased to report that the scene pictured below wasn’t as dramatic as the image suggests, and the Mustang’s failure to make Bicester Heritage’s Drive It Day meet wasn’t for the reason you might expect.
Regular readers may recall that last time we were still struggling to keep gearbox oil in the car. It turned out that the thread was wrong where the rearward line went into the ’box, so when the car was started up, the line simply shook itself out. With the thread replaced and the line fitted securely, we were ready for Bicester.
Given that was our destination, it had been an early start (apologies to the neighbours!) and we were all smiles as we burbled along. That changed when, while stopped at a traffic light on an M4 off-slip, steam began pouring from the bonnet. Needless to say, we were soon on the hard shoulder, bonnet up, looking for answers. None came, the AA was called and a ride home on a flatbed seemed the prudent next step to avoid further damage. It being Drive It Day, plenty of classics motored by as we awaited the Fourth Emergency Service, with waves and smiles of commiseration (or was it relief that it wasn’t them?) coming our way.
Investigations later that day determined that the cause was a coolant leak from the top radiator hose, the original-type clip being not up to the job. Most of the car’s fixings had been swapped for more reliable (and cheaper) generic hose clips last summer, but some, including this one, had been fine. While it was disappointing to miss the Sunday Scramble, at least we weren’t left with a big bill.
That brief drive had, however, revealed a banging sound from the other end of the Ford. Instinct said it was something rattling in the boot, but with everything secured the noise remained. It turned out that the offside rear damper had given up the ghost – by which I mean it had snapped in half where it had been welded, and was resting by the exhaust. Oh, and it wasn’t even a Mustang part – the car had dampers from a Chevy pick-up.
With replacement (and correct Mustang-spec) items now bought and installed on both sides, let’s hope we can get some meaningful miles in before too long.
‘While it was disappointing to miss the Bicester Sunday Scramble, at least we were not left with a big bill’
After fitting the larger 7.00 x 16 tyres last month, there was only really one downside: the Series II was now too tall to fit in the car park near the office! Fortunately, though, I managed to blag my way into the basement of the building to carry out some overdue maintenance: topping up the differentials, gearbox, transfer box, steering box and swivels with gear oil.
Clements gave me a hand with both the oil and then degreasing the engine bay – the tired 2286cc lump exhales quite a lot of 20w50 these days. When it was time to pack up and move, the whistling from the carburettor – which I’ve written about before – made another appearance, and only when I placed my hand on the intake did it disappear. A few minutes of theorising ensued before my colleague wondered if maybe it could be a loose nut securing the main Weber 34ICH to the lower half, allowing air to be sucked in.
Two minutes with a spanner and the problem that had plagued the Series II for months was cured. I had checked the main fixings several times before and even removed the carb, but had never split the two parts and so didn’t even think to check those nuts.
I am immensely proud of the history that the Series II has, and in particular the fact that it is still on the original bulkhead and chassis (repaired and galvanised 30 years ago), plus engine, gearbox, distributor, starter motor and differentials. I even have the original Solex carburettor and dynamo – both of which are about to be sent for an overhaul – so it was very pleasing to discover that the 88in had made it through to the final of the National Land Rover Awards in the Most Original Vehicle category.
In preparation, I gave the entire vehicle a spring clean so that it was at least presentable. Up front, the old elephant-hide seats suit the Landie nicely, but I’ve spent months looking for a usable replacement for the driver’s base, which is just covered in an oddlytextured grey vinyl. In an attempt to dull it down, I decided to try to ‘age’ it and, after 20 minutes with some leftover black spray paint, a rag soaked in thinners, sandpaper and some brown boot polish, I was pleasantly surprised. The seat certainly looked better than it did, but I’m still on the lookout for more elusive elephant-hide bases.
The nomination meant another weekend at Bicester Heritage at the Land Rover Legends event, but it also presented an opportunity to show the Trans-africa Series II off to some people that already knew it pretty well. Nearly three years had passed since Greg Macleman and I dragged it off Philip Kohler and Mary Brown’s hardstanding at the front of their Shepherd’s Bush house, and I was extremely pleased to discover that Mary and other members of the family who had assisted on that day would be paying a visit to the show in order to see the Series II once again.
Arriving at Bicester Heritage, I arranged the original metal trunks and enclosed spares in the back, and turned 267 HYP into a mini museum for the weekend. A couple of hours later Philip’s family arrived: partner, brother- and sister-in-law, nieces and their children – some who hadn’t even been born when we brought the Series II out of west London! It was an emotional experience to not just see that the family was still happy to have entrusted me with the vehicle, but also to let a new generation sit up front and give them a tiny taste of what their great uncle experienced 60 years ago.
Over the weekend, I was humbled by the sheer quantity of visitors that gravitated towards the Trans-africa and showed more than just a passing interest in its story. But the icing on the cake came as the show drew to a close and the award winners were revealed: 267 HYP was handed the trophy for Most Original Vehicle. Here’s to you, Philip!