Just a quick entry to record this picture of our daft cat. My daughter popped into the garage to access the freezer and as often happens, the cat dived in to poke around the garage in search of a mouse (although she is a useless hunter and there are no mice in the garage, unless you count the 2 x frozen mice we have kept for the in-laws pet snake for when lockdown is over). Anyway, standard procedure is to close the door and leave her in there for ten minutes. She’s usually ready to come out. But tonight she decided to stay in the MG and Lou managed to capture this shot – daft cat. Pity she can’t sort out the timing!
A couple of hours on the MG this beautiful sunny and warm Easter Sunday and I was focussed entirely on one task and one task only. This was to get a nut onto the threaded trim connector which was poking through the front o/s wing right on a seam which prevented me getting the nut onto the thread. I jacked up the front, placed an axle stand under the car and removed the front wheel to get better access to the thread. I then spent about an hour using including a hammer and dremmel cutting wheel to slowly but surely make space for the nut to fit on. It sounds easy now as I write it, but it was blooming difficult. Ideally, I would have turned the whole car upside down and sideways as this would have made the whole job easier, or at least ‘put it on a ramp’ as my Dad sometimes says (that fully equipped workshop being someway down our family list of priorities). One of the issues was that surprisingly the deep recesses of the front wing are a little dark and so I had to improvise a lighting solution. See pictures below for reference. I finally got the nut to bite on the thread (Halleluiah!) and from then on it was simply a case of tightening up the nut until the trim sat snuggly on the front wing. I had read in my restoration book that it was possible to snap these threads so I was very cautious in tightening it up and decided against jumping up and down on an extension bar which I am not sure is ever a good idea. A satisfying time overcoming a problem while I listened on Radio 4 to a profile of the new Labour leader Keir Starmer and some other analysis of the Coronavirus pandemic.
I am writing this a week later that it was done, so apologies for my tardiness. I spent a lot of time on this long weekend (Monday off) working on the MG, mainly fixing the external trims. The MGB is blessed with a striking stainless steel trim which runs down both sides, made up on three pieces, front wing, door and rear wing. Each trim snap fits onto a number of round fittings which are pop rivetted into the bodywork plus one screw plate per panel. The pop riveting went reasonably well, except that a couple of holes were too big for the pop rivet to take and so I had to miss these out. The o/s rear had a mislaigned hole so I had to miss that one out too. The front wing screw fittings needed to be drilled and I had a mixed experience with this. The n/s wing drilling went reasonably well – aligned well on the horizontal plane, I didn’t really get it far enough forward to completely pull the trim in. So learning this lesson on the o/s wing, I drilled further forward and although perfectly aligned for the trim, the thread came through next to a seam on the inner wing so I couldn’t fit the washed and nut. Annoyingly I had to leave the job partly done. Worth mentioning that the trims snap on nicely if you smack them sharply with the heel of your palm. Okay for the first couple of trims, but a bit painful by the end of the day.
As an aside, I had planned a load of jobs for this weekend, but was frustrated by lack of parts, particularly the seats which are frustrating me with a lack of clear information on how they are fitted and not having all the parts I need [sigh]. I did manage to fit the crush washer to the Oil Cooler pipes. This joint had been leaking oil and then I found the washer in a parts bag. Not doing much good there was it! Now its fitted I no longer have the oil leak, just the stain on the driveway to remind me of my error. Onwards and upwards
A fine spring day (Sunday) as the COVID-19 lockdown continues. With the engine start programme on pause, I decided to continue refitting some of the extensive exterior trim on the MG. Having recently taught myself to pop-rivet, and finding out that is the most fun thing ever, I continued to fit the chrome drip rails and today managed to complete both sides. Just one clip missing which will either turn up or I’ll have to buy from Moss. I then turned to the door glass which I have been wanting to fit for a while. Unfortunately, the door glass is very badly scratched (I don’t know how) so I will need to replace them, however, I decided that there was merit in having a go at fitting them anyway as a sort of trial run for when I get the new / second hand ones. Tricky to justify buying new glass at the moment as I can’t collect from Moss (shop closed) and the cost of shipping glass is blooming expensive. Also, I would have to pry off the metal rails which looks tricky, so maybe I’ll source some second hand units via Ebay for as long as that remains. Anyway, back to today’s efforts which went alright actually. I had to remove the quarter lights and then reaquaint myself with the lifting mechanism which is a bit fiddly. I just looked at it and fiddled it around a bit until it fitted – it took a couple of attempts, I then dropped the windows in and they seemed to slide up and down quite convincingly After checking on YouTube I find that I haven’t hitched the glass properly, so something to sort out tomorrow on my day off.
Lots of people say hello as I’m working out the front on the drive, but one visitor today didn’t really understand the whole social distancing thing. I kept backing away as he enthusiastically looked over the MG. He apparently has a couple of Lotus’s he is intending to restore although when he mentioned making one of them into a four door, and commented on how thick the fibreglass was, I began to question his sanity. It was about 7mins and 30 seconds into the conversation before he mentioned ‘Wheeler Dealers’ which is where my interest tends to tail off. Anyway, I think he was probably a bit lonely and confused by the whole Coronavirus thing. It goes to show how it is impacting people in different ways. I wished him well and off he went with his shopping trolley.
Final job today was to scrub the interior trims that I have. I just used some kitchen cleaner to clean the vinyl so I will fit what I have got tomorrow. There are definately some bits missing, so I’ll have to decide how to replace these and draft up an order to one of the many suppliers. I am keen to attempt a repair to the headlining, so there is not much stopping me cracking on with this now.
I am writing up progress over two days today, Saturday and Sunday of this first weekend in which we are living through the most extraordinary changes in our lives due to the COVID-19 outbreak. I’m not going to focus on that, instead I’m going to talk about progress on the MG.
On Saturday I managed to get the MG to crank over – this was a big step forward. I didn’t get it to fire up, but we’ll get to that. The main thing preventing me from starting the engine had been the wiring of the ignition switch. I had been baffled by the switch terminals which I just couldn’t relate to the wiring diagram. Added to that, having got it wrong and frightened myself with the battery terminal sparking, my confidence was low. However, after conversations with my Dad and some on-line help from Nick Dring (thanks guys), I sat in the MG on the driveway on a sunny Saturday and just ran through some wiring scenarios. Using my Dad’s fooproof lamp test to keeps things safe, it took eight attempts to finally get it right. I had the engine cranking over in every ignition switch position including 0, I and II. Position III remained elusive, but it was a great feeling when I finally stumbled on the right combination and it cranked over on position III. Of course I could have avoided all this by taking a photo of the switch before I stripped it down, but its a bit late for that now!
The rest of the day was spent in attempting to get the engine started, ultimately unsuccessfully. I did connect up the choke (not very well), tightened the throttle cable and resolved a couple of areas which were leaking oil due to not being tightened up properly – namely, the rocker cover and the oil filter oil cooler pipe union. For fuel I used a bottle (borrowed from my friend john) connected to the carbs and hung from the bonnet catch. Out of interest, I recorded key parts of the day on my iPhone and made them into a YouTube video, linked below. Be warned, its 14 minutes….
Onto Sunday and I diverted from the engine (for which I need some brainy help) to focus on some items of trim which I have deliberately ignored for a good while now. It made for a change to be focussing on something different. Plan for today was to fit the chrome trims to the rear quarter lights. I had previously fitted these just to get them off the garage shelves but they had to come off for me to fit the trims. This meant that I needed to learn how to use a pop rivet gun which I have never used before. A quick YouTube video later and I was a pop-rivetting hero. As any one will tell you, its really easy. The trims are original and despite a clean up using autosol they are a bit ratty, but from what I remember, buying all new is extremely expensive and in these dire times I can’t justify any frivelous expenditure. I can always buy new trims later down the line. I got the o/s all sorted nicely, but the n/s side wasn’t as easy, the trims being a bit buckled and hence more difficult to fit and the rubber seal had gone missing (it’s somewhere in the garage). Anyway, some useful time wokring outdoors on the MG – I halted during the middle of fixing a trim to the A-post on the n/s due to being asked if I would like to go for a walk with Helen and Lou – priorities being what they are, I pushed the MG into the garage and that was the day’s work done.
Confession time. I was banging on last week about having to lengthen the distributor wire, and why couldn’t it just be the right length and so on. Well I took a closer look today and actually I don’t need to lengthen any cables, I just need to connect it all up properly. That was a relief. I only had a very short time on the MG today, but I did spend some of it in finishing off connecting the front and rear loom. The rear loom connects to the main loom on a branch under the o/s near the master cylinders. I had previously connected some of the wires, but was having difficulty in getting others connected. Dad had suggested that I purchase a pair of bullet connector pliers and I used these for the first time in anger and they worked pretty well actually, although I had to salvage a couple of connectors from the old loom where the new one was missing some. So just one yellow wire left unconnected….any clues? no me neither.
So there you have it. The list of things to do before engine start is now quite short. Fit the vacuum pipes and oil gauge pipe, fit the battery, rig up a fuel bottle and that’s about it, apart from checking everything. As always, I have a busy couple of weeks coming up including a weekend helping at the in-laws farm, but soon enough I will be spinning the engine over. Exciting stuff.
In other news, I bought a cooling pipe for my Suzuki Cappuccino (pictured below). The existing pipe is very corroded and I didn’t feel safe doing any distance in it in case it let go. Anyway, a phone call to Suzuki Islington of Trowbridge resulted in a £50 card transaction and a few days later the pipe was in for collection. The Suzuki dealer was also a MG franchise and it was interesting to see all the new SUV MGs in stock, not that I am looking for a new car. On the way back I bought new antifreeze from Halfords and I checked out refilling the system on the internet. Looks relatively straighforward. I’ll fit the new pipe to the Suzuki when the weather improves.
Spent a couple of hours on the MG this afternoon. It was cold and windy so I confined myself to the garage. First job was to finish off fitting the new rubber oil cooler pipes. I am replacing the nasty braided ones which are very stiff with OE spec rubber which is a bit more pliant. This is an awkward fit and it requires a bit of coordination because the oil gauge pipe has to be fitted AFTER the pipe cooler pipe because otherwise the spanner crushes the oil gauge pipe. Have a guess how I know this? After fitting the pipes I had to fit the hateful grommets to the radiator shroud which is another awkward job. Anyway it’s done now.
Next I decided to progress the wiring loom connections. Last week I had to unpick the loom due to poor routing so this week I put some of that back. I connected the alternator which is easy then had to take the coil off to get that connected properly. So far so good. I then checked the fuse box which I wasn’t convinced had been connected properly. Rather than rely on pictures on the internet I actually used the wiring diagram and managed to use up all the available wires so it must be right! (It is right really).
So onto the next thing and I identified a problem. The distributor, which is a new unit from Accuspark needs power which it gets from the coil. Unfortunately one of the cables is not long enough. It mentions this in the instructions which cheerfully say ‘you may have to lengthen the wire’. I might write back to them to say ‘you could just supply the right length wire.’ So I need to grab a pal who can joins a bit of wire for me
Final task today was to fit an earth wire to the inner wing. The original bolt had been painted over and the head rounded off when I tried to release it. Even my freeze spray couldn’t rescue the situation so I did the brutal thing and drilled it out. I managed to then get another bolt to fit and job done. Not a bad afternoon’s work.
A welcome visit from Dad who battled through, or rather around, floods in Gloucester to help me out today. Overall we made some useful progress, although as is often the case we had to go back to go forward. Before Dad had arrived, I pushed the MG out onto the drive and ended up unconnecting the loom under the bonnet because I now realise the routing of one of the branches was wrong and unless I pulled it all out, I wasn’t going to be able to connect the heater amongst other things. So a step back, but better to find it now than later.
Dad arrived and I prioritised having a cup of tea and an ice bun inside the house. You can’t mechanic on an emtpy stomach. So onto the work and Dad had expressed concern that we had not flushed the water jacket through. The heater control valve was clogged with rust on disassembly and so there was reason to suspect some corrosive sludge was lurking in the engine block. First we fitted the heater control valve to the engine block – this was to be our inlet for the flush – awkward job this as the bolts are inaccessible. I had tried new bolts, but these were about 2mm too long, so we had to dig out some shorter old bolts from the box of MG bolts. We then blocked up the top hose with a lump of wood wrapped in tape. With a finger in the temperature sensor hole and one on the heater rail pipe, we connected the garden hose and switched on. We got a dose of dirtyish water out the bottom hose, but not the expected deluge of rusty water. Holding my hand over the bottom hose built up a little bit of pressure, but we concluded that we had done what we could, so we refitted the radiator and hoses. This simple job actually took ages, because the radiator is awkward to remove and the hoses were not exactly co-operating either. In any case, we were in good spirits and Dad was great company.
Next Dad’s keen eye focussed in on the distributor which I had ‘fitted’ but he spotted that the clamp was on the wrong way and hence it wasn’t seated correctly, with the cap in contact with the steering column, which was a bit of a clue. Needless to say, he sorted that out although we weren’t able to accurately set the timing which needs to be done with a timing light apparently. Anyway, its in as good a state as it can be prior to attempting a start up in the near future.
We broke for a sandwich lunch during which we were googling MGB engine bay pictures and researching bullet connector pliers. With a target of filling the car with coolant, our afternoon was spent in fitting and modifying in some cases the hoses of the cooling system. Facing a challenge with routing of the capilliary tube for the temperature sensor, Dad came up with a clever idea of using the bottom bolt of the heater control valve to fit a cable clip, lined with rubber hose to gently locate the tube and stop if waving around in the engine bay. Execution of this brilliant idea came down to me, and it was a pig of a job (thanks Dad) as the 7/16th bolt is very awkward to reach and one of those situations where you get about 1/4 of a turn at best with each placement of the open jawed spanner. Couldn’t get a socket or ring spanner to it, so just had to plug away. I only nearly cried once, but that was the wind in my eye. We then wound the excess length of the tube into coils to deal with any vibration in use.
Time was ticking on and Dad needed to get away for 3:00pm as flooding on roads near his house was a real risk, not to mention that he had worked bloody hard all day and is 73 years young. Of course, we made it with minutes to spare – all hoses complete and coolant topped up, and the car pushed into the garage missing a downpour of heavy rain.
So thanks to my Dad – he knows his stuff, he gets stuck in, he’s always looking to improve everything he tackles, he doesn’t let things get him down, he’s great fun to be around, are you getting the picture? He’s one in a million, thanks Dad.
A whole day opportunity to progress the MG presented itself on this gloomy January Saturday. Helen was off to meet a friend but was kind enough to help push the MG up the drive before she left. Although I had jobs to do, I had ordered parts the previous Monday and as they hadn’t arrived, was hoping they would turn up during the day.
First job of the day was to fix the throttle cable to the Carbs using the original parts which I had sorted from the strip down. I did give the cable bracket a coat of silver paint just to cheer it up a bit before I fitted it. I used some leftover paint I had and warmed the bracket up first with a heat gun to speed up the drying process. That seemed to work well. Fitting the cable was a fiddly job and I haven’t got the tension right yet nor a return spring on the throttle pedal as it turned out. I think I need a second person to help with this, one being at the pedal end and one at the carbs. Anyone free…?
Next job was to complete the fuel line to the carbs. This has been vexing me for a while as I couldn’t work out from the parts I had left how the pipes connected. From studying the old fuel pipe I worked out that I had to cut a new rubber pipe in two, making one short length and one longer piece. Using these two pieces of rubber pipe and the final length of copper pipe I was able to work from the filter down and around the carbs and into the the fuel inlet on the front carb. I was pleased to have solved it, but it’s a bit weird that the kit claims to have all the parts whereas you actually need to cut the pipe. A mini-milestone this as it now represents the achievement of a line all the way from the fuel tank to the carbs, so a nice step forward towards engine start.
As the parts I had ordered had still not shown up I had to find something else to do. Mindful that the loom was still looking a bit unfinished under the bonnet, I turned my attention to seeing if there was anything there that could be connected. Last week I had pulled the rear loom into the engine bay (via the underneath) and tied it up with bailer twine. Taking a look at this, there was an obvious bundle of wiring to which the rear loom connects and I thought it woud be easy to just match the colours and connect it up. However, while one or two connections went in nicely, others did not want to play ball and rather than force them, I left it and will research on how they are supposed to connect (maybe a question for the MG Facebook group). What I did dig out a bit more successfully was the fuse box which I gave a good clean in the parts washer (Dishwasher), mounted in the engine bay and then connected up using a diagram from an MG forum. I’ll need to replace the fuses, as they all looked a bit ancient (and one was blown).
Still no sign of the parts so I was content to just potter around doing little jobs, so I repainted the steel heater pipe which runs across the rocker cover and the radiator stays. I then tackled a horrible job, but a neccessary evil. This was fitting the rubber grommits to the oil cooler pipe around the radiator shroud. I had to cut them to get them on (yes, Dad!) as I am sorry but they just do not fit over the ends of the pipes. This was a tedious job of having to push a little at a time through the very tight gap. Anyone who can work these over the pipe ends, I salute you sir/madam.
With the parts still not arrived, and with enthusiasm still in abundance, I decided to have a look at the distributor installation. I set the engine to Top Dead Centre (TDC) and then trying to interpret the distributor instructions (which were not clear), I proceeded to fit the HT leads in the firing order, starting with number one lead being the one where the rotor was facing. As previously posted, the HT leads clash with the oil cooler pipes on the MGB – or at least until I find a magic solution to this, so it was a fiddly job. I managed to plug all the leads in including the one to the coil, but I suspect it will all need to be rechecked before I risk spinning the engine over. I took a photo as a record of the first attempt.
Helen had sent a text saying she was on her way home, so as we had a few other things to do, I started to put stuff away after what was becoming a useful day of chipping away at the list of jobs. When she arrived back and asked how I had got on, I said not that well as I was waiting for parts to arrive. ‘What, these?’ she said, pointing to a fat looking envelope from MG Hive buried in our filing pile. Hmmm. In fairness, this was only the breather hoses and not the main parts delivery, but it did spur me on to fit these before I packed up for the day.
You guessed it, I fitted the exhaust today (sorry about the pun in the blog title). I bought a stainless steel Tourist Trophy exhaust system, including tubular manifold when it was on sale last year. I have already fitted the manifold but today I fitted the rest of the system. It’s the first time I have ever fitted an exhaust although I remember helping my Dad on old cars when I was first driving. We replaced the rear silencer on my Rover 2600 and I remember the lovely burble that car made through its new exhaust. Back to today, I laid out all the components and read the instructions which all seemed relatively straighforward. I hadn’t been under this side of the car since the strip down and I couldn’t remember how the old exhaust had come off except that it was alll very rusty. I was a bit concerned that the old fittings (which had to come off) would resist being unfastened. Thankfully, the old mid bracket and rear bracket came off remarkably early, although I did use my secret weapon, the freeze and unlock spray which puts the fear of God into any nut or bolt which fancies its chances. I think they know its coming now, and start to undo themselves at the mere threat of ‘the spray.’ I was interested in the intricacy of the old brackets pictured below. More complex than the new ones.
Fitting the new exhaust was mainly a matter of bolting the flanges at the end of each pipe to the next one and then using the rubber hangers to suspend the pipe to the new brackets. The new brackets fitted well enough making use of the existing captive threads and as I was feeling extra diligent today, I used copper grease throught out the build. Well done me.
So all good, except that having grappled with the awkward last pipe (with the heavy silencer), I stepped back to see that the pipe was drastically ‘dressed to the left’ (ahem). The instructions explain how to correct this so the pipe exits the body centrally and it involves sliding the rubber hangers along their brackets. For some reason, and maybe it was the end of the day, and I had a slight headache, but I couldn’t budge them. I have a day off tomorrow, so I will have another go when I am feeling stronger.
While the MG was out I filled the SU dashpots with Pentrite’s Damper Oil. I bought the oil earlier this week en-route to Cambridge for work as I pass by Bicester Heritage, home of Classic Oils and their helpful and friendly staff. Popping into Bicester Heritage is a pleasure, there is always something of interest being worked on, and it breaks up by journey to Cambridge.
In my last Blog, I forgot to photograph the Dash once I had put it in the car. I hesitate to say, installed, its just in really. Anyway, for the record…
Happy new decade everyone! A mini post today to record me spending just half an hour in the garage during which I discovered that the heater control unit pipe was completely blocked with rusty crud. I found this when I was offering it up to where it is mounted on the engine and was asking myself how any coolant was supposed to flow through it when there was no hole. A quick prod with an old screwdriver proved that the crud could be dislodged fairly easy and this was also the case with the aperture into the engine water jacket.
I wondered to myself if this was possibly the reason the car overheated when I first fired it up shortly after buying it, and why the fan was set to be on the whole time. What a bodge by the previous owner, but satisfying to find this problem and be a step towards sorting it out.
And finally, this is me, my better half and my in laws at a New Year’s Eve party last night
A good amount of time on the MG today. After dealing with the ironing pile (yes), I pushed the MG out into the winter sunshine and got stuck in. I warmed up first by fitting the rubber bung (or grommit if you prefer) over the hole in the transmission tunnel which is used to access the gearbox filler. This was stiff as hell, but a bit of soap helped it into place.
I then jacked up the o/s so I could access the fuel pump which I am sure you are all fed up hearing about. Well the good news is that it is now fitted snugly into its clamp, the wiring loom connections are on and the rubber pipe which connects the pump to the copper pipe under the car is fitted. So hurrah! It was a bit of a faff, but all it needed really was a bit of patience and perseverence. I think Mum-in-law’s Christmas cake may also have helped as I used the last slice to sustain me.
I later spent some time routing the copper pipe around the engine bay. I wasn’t aiming for final fit, I just wanted to route it some more and try to figure out how to connect the fuel line to the carburettors. I have posted an enquiry to a FB group on this now, so just waiting for replies so I can finish this off [Post Blog note – response received, the mystery fittings are the overflows – who knew? I’ll need to buy some more pipe for these]. I did fit the fuel filter, so this is definately progressing.
With the car jacked up I was able to connect the wiring loom to the starter motor, one more job towards my engine start milestone. This was easier than it looked with as usual the loom falling easily to hand and some helpful guidance on the interweb as to what goes where.
I then turned my attention to troubleshooting the pesky alternator bolt which had sheared recently when I was attempting to tighten the fan belt. Good news folks, I was able to undo the bolt from the other end. I had anticipated having to use a stud extractor or some such, but I hadn’t realised it would be so easy. I do need to replace the adjusting pillar as its called because its a special item and I dont have any long enough bolts to put anything in temporarily. As ever, the SC Parts catalogue is well illustrated and shows the part clearly. I will probably order from Moss though, sorry SC! Sorting the alternator is critical to the build as not only does it need to be working, but I want to be certain its on right before I commit to fitting the radiator which will be largely in the way of it once fitted.
Having gone as far as I could go without answers from FB and ordering new parts I had a go at installing the wiper mechanism. This is semi-critical to engine start as it is better to have this all installed prior to the fascia being re-fitted because its easier to access. This should have been an easy job, but I was thwarted by what is either a parts misorder or pattern parts being different to the original. Briefly, there is a chrome collar which sits over the wiper drive rod and this sits on a rubber collar chamfered in the opposite direction so they fit nicely together. Except they didn’t. On inspection of the original vs. new part, the new chrome collar was significantly longer, so I could not get the securing nut to bite on the threads. I have ended up re-using the pitted old collars and will investigate further what this is all about. What I have learned in this process, is that if it isn’t fitting, then something is wrong. I have learned not to be frustrated or to attempt to ‘make it fit’ as that ends in disaster. While doing this job, the chrome collar fell down the vent in the scuttle panel. ‘Ha ha’, I said to myself, ‘I ‘ll get that easily enough.’ Mmm. It had fallen in an awkward place and my trusty magnetic tool pick was having no effect as the item was not magnetic. Hmm, time to thing again, so I went to open the inner vent which these particular MGB have under the fascia. But the vent it blocked by the half fitted wiper mechanism cable which is dangling in the way. So I have to release that to get to the vent opener, to allow me to scrape my knuckles putting my hand through the vent into the duct to retreive the collar. Then I did it again when I fitted the other side. Sigh. At times like this, I am sure the MG has a sense of humour. To prevent further incident I fitted the grille which goes over this vent AND the mesh that goes underneath.
So that was most of the day, I did also stick a washer and a nut on a bolt which secures the steering rack. For some reason Gavin the painter hadn’t wanted to fit that one, but with my box of nicely sorted imperial nuts, I was able to sort that out while I was there.
It was a really beautiful day today. Sunshine all day long and I had ages on the car. I took some photos of the car on the driveway, just because it looked so good in the low winter sun. Hope you enjoy them below.
Two things to finish off the day – first, hanging the MG wall plaque on the garage wall – a present from a colleague and my Mum – they both bought me the same thing! Secondly, a quick blast in our Suzuki Cappuccino. As it was a dry day, with no salt on the roads, it was too good an opportunity not to have a quick sprint up to the motorway and back. The Cappuccino gets light use all year round, but I am choosy when I take it out in winter due to its vulnerability to corosion. It was a nice way to end the day with the light just fading, the sky tinged with pink and 8500 on the tachometer.