Happy Honda Anniversary!

Yes, prepare the trumpets and bunting, because I’ve done it again! You may struggle to believe it, but I, the champion of the Everchanging Fleet, have managed to own a vehicle for an entire year! What’s more, that makes it three fifths of the fleet that can now be classed (on my terms) as long-termers! The Perodua Nippa is now halfway into its third year with us, while the 2CV has recently passed the 17-year mark. Those two are the only cars to have made it past two years. Remarkable.

Happy anniversary Honda! It deserves a wash.

But, enough about those, because today, the Honda is the star. I’ve written very little about it recently, and it has also been absent from many videos, simply because it just keeps on soldiering on with very little other than routine maintenance. The MOT was passed with no advisories (after a pair of utterly crap track rod ends were replaced, having been fitted the previous year), and the last major work it had (gearbox flush and rear suspension bushes) was back in March. In fact, as a project car for Retro Japanese magazine, it has been a liability of late, not giving me much to write about.

The gearbox continues to be a bit ‘fluffy’ when cold, but is much, much better when warm now. It even manages to kickdown properly most of the time. Not bad for a car with over 150,000 miles on it. I’ve added around 10,000 in the year, necessitating an increase on my insurance as I’d initially put it down to cover 6000…

The only issue is a propensity to drink oil. I’ve replaced some seals, but the level can still drop quite dramatically at times. That said, on the recent trip to the Manchester Classic Car Show, it seems to have lost not a drop. Cars can be strange.

Sure, the ride is still pretty terrible (well, similar to a lot of moderns I guess), and it still views corners with the same distaste I reserve for vegetables, but I somehow just really, really like it, even after an entire 12 months. I like the driving position, the enormous windows, the huge door mirrors and the way it merrily bimbles along at 70mph. I like the way the engine growls menacingly when you ask it to get a shift on. It’s borderline antisocial, especially when it kicks down. I like the column gearlever, the fact I can sleep in it (even if the ‘bed’ is rather uneven) and that its size is so hard to gauge – it’s the same footprint as an MG3. Most of all though, I’m proof that us humans are suckers for looks. I just love the look of this car. The back end is how I dreamt cars would look when I was a child, with those enormous rear lamps and an entirely flat back end.

Here’s a bit of fun, with a before and after. Here’s what the Honda looked like on this day 12 months ago.

S-MX

The Honda on 18th September 2016.

And how it looks today, after a wash.

The Honda on 18th September 2017 (yes, it does have more doors on this side).

Firstly, you’ll notice the wheels have changed colour. I did that back in April, just before Japfest. Originally, the S-MX had diamond cut wheels, but while I’m sure that looked good when this car left the Honda showroom back in 1997 (another anniversary!), diamond cut alloys never tend to stay nice for long. So, I decided to get them powder coated. Only, I wanted a more distinctive look. Seeing as the Honda has orange interior fittings (yes, from the factory), I decided to go orange.

Luxury bed! And odd orange bits.

In truth, the wheels are a fair bit brighter than the interior bits that are orange – some S-MX Lowdowns could be specified with orange seats! However, I like the orange wheels. They certainly make the car stand out. Oh, I must plug Autoglym for a moment. Its Headlamp Restoration Kit restored night vision when I bought the car, and its Rapid Aqua Wax helps me keep the car looking shiny for minimal effort. I find that very appealing.

There is still stuff to do with this car. I still need to do something about the dreadful state of the paint on the roof for a start. Perhaps my anniversary present to this car might be a vinyl wrap of the roof. Now, what sort of scheme could I choose?

Quick fleet update – August 2017

Oh dear. Work has conspired to keep me very busy, hence 20 days since the previous post.

For some of those days, we were in Ireland, in the 2CV, which was nice.

I also got the Proton MOTd, though having been home-based for a couple of weeks, I’ve barely covered any miles in it so far.

The same is true of the Bluebird, though I’ve a feeling that car will be covering some serious mileage during September. The Bluebird is now fitted with Blockley Tyres’ in 185/70 R14 size, which is far better than the wrong 175/65 R14 size that was fitted. The new tyres are a good bit taller, so the gearing is better, the speedo reading is more accurate and the car looks better. Well, I think so anyway.

It’s the wrong tyres Gromit.

That’s better! Chunky rubber.

Now, the top shot is the car parked on a slope, hence the mild crossaxle going on, but those arches look very empty. With the new tyres, the car just looks much better. The 185 size is actually what was fitted to alloy wheels, whereas 165 R14s with an 80 profile would have been standard for a 1.6LX. I hope you’ll forgive me a bit of width, but I do like to push on a bit, so it seemed wise.

The Bluebird is also now running on Evans Coolant, specifically the Power Cool 180 product. It’s too early to say whether Evans really makes any difference, so we’ll see how it goes. With a boiling point of 180 degrees, at least it shouldn’t steam up too readily though, despite what Evans says, just because it isn’t steaming doesn’t mean the engine isn’t overheating. There is a temperature gauge, however, so it’s not too difficult to monitor. So far, so normal.

On the plus side, the coolant should reduce corrosion within the engine, and should last a lot longer than regular coolants – indefinitely if the blurb is to be believed. It’s also classed as non-toxic, thanks to an additive which renders the definitely-toxic ethelyne-glycol safe – not that I’m about to test this by drinking some. I may try pouring a little on an unimportant patch of grass though, as regular antifreeze will certainly kill it!

The Bluebird is now running sweetly though. I’ve re-torqued the cylinder head, reset the valve clearances, sorted a leak from the manifold to downpipe joint (I had a very poor fitting gasket here) and have also knocked the ignition timing back slightly as it was pinking a little.  We’ll see how it goes.

The Honda has spent the month on SORN, so I could get the Proton roadworthy again. It’s for sale, but despite some keen interest, I don’t yet have a deposit. I don’t want it on SORN indefinitely, so if it hasn’t sold for definite by 1st September, then the Proton will get SORNed, and the Honda can return to the road. For some reason, I have missed it, even though it’s generally not very good to drive on so many levels. Odd.

Which leaves the Nippa, which soldiers on merrily, even more so since the front tyres were replaced and the tracking sorted out. Lovely.

 

Project Bluebird: The first 730 miles

I should probably do an update on Project Bluebird, seeing as I have actually been able to drive it. Hoorah!

As related last time, I was forced to park the Bluebird up after its first trip out, as the shock absorbers were dangerously shot. KYB kindly supplied a set of its excel-g gas shock absorbers, after I asked for advice about trying to improve things beyond standard. Gas shock absorbers, or dampers, use nitrogen gas to control the springing of the car – literally damping things down. Now, I’m quite used to the damping effects of nitrogen after many years of driving hydraulic Citroens. The main benefit is that the damping range does not change, whereas hydraulic dampers will suffer a loss of damping ability as the oil heats up, and the viscosity changes.

Bluebird gets some love, and DFTR Automotive, Dudley.

I visited DFTR Automotive in Dudley for the fitting, knowing that Dean has a good chunk of experience having worked on these cars when they were new, though Mazda rotaries are the main love of this family-owned firm. With a two-post lift and power tools, the front struts were removed, the springs compressed and the new dampers fitted in no time at all. The nearside front, as I suspected, was in terrible condition.

The rear was more involved, mostly because the rear seat needs removing to access the upper strut mounts – not an issue if the spec includes a folding rear seat, or if you have a hatchback. The seat clips really didn’t want to give up their hold on the seat, but we got there in the end. Removing the struts is also a bit more involved, with the multiple suspension links needing to be removed, and the brakes before you can pull the strut out. Still, a few hours work and the Bluebird was feeling a whole lot better.

Back seat needs removing on Bluebird saloon.

In fact, the difference could barely be more marked. I’ve just changed the dampers on the 2CV too, though that transformation was more marked. The 2CV is now limousine-smooth once more, while the Bluebird still rides like Bluebirds always did – a touch bouncy at times and you know about every bump you hit.

The transformation has come in terms of handling, though. I can now safely chuck the car into a bend and know it’ll track neatly around it, even if I hit a bump mid-bend. Even when you aren’t walloping into bumps, it still corners much more neatly. Body roll is better controlled, and its horrible habit of lurching mid-bend has utterly gone. Sure, it’s still no sports car, but I can once again corner with enthusiasm. I live in Wales. This is how I drive very often.

Today, there was further work to do, as I set about retorquing the cylinder head bolts. This should be done after 600 miles, but I thought 730 would do, as that’s what I’d covered. I imagine a lot of cars miss this essential step, which is perhaps why so many cars suffer head gasket failure after a repair. It isn’t particularly hard to do, though the fuel pump needs removing to provide adequate access to one of the bolts – just two nuts and it’s away.

With that done, I could check the valve clearances. Annoyingly, the head bolts should be tightened with the engine cold, but it’s best to check the valve clearances hot. That meant putting the rocker cover back on and running the engine up to temperature before taking it back off again. A couple of clearances were a bit slack, something given away by the slightly tappy nature of the engine. That’s perhaps because I’d set them cold initially, as I knew I’d have to reset them later anyway, after re-torquing the head. I’d set them a little on the generous side back then.

I also disconnected the manifold-to-downpipe joint, as the gasket on it is very poor. It didn’t have one at all when I got it, but the gasket I had in my gasket kit was a poor fit. I slapped a load of exhaust paste around and did it back up. The result is that it is now much quieter.

Looking good! A quick clean makes all the difference.

Having given the Bluebird a wash ahead of a local show, this really is starting to look and sound like a car that has been vastly improved since purchase back in May. There are still some issues – a leaky sunroof (the frame that holds the glass is rusty), a cracked dashboard and the heater matrix is still slightly clogged. Plenty to be cracking on with then, as the car settles in to shared daily driver duty. I think I might quite like it though…

Project Bluebird: Actual roadtrip

Finally, on Friday 21st July, I actually set off to drive somewhere further than 12 miles away in the Bluebird. It was time to test my abilities. Would the head gasket survive? Would the JB Weld Waterweld hold on the thermostat housing? Would I discover that the car was actually completely knackered?

The first destination was SNG Barratt in Bridgnorth, where I had to spend some time peeking at the underside of a 340 saloon.

Success! First destination reached.

That was dealt with quite pleasantly, though the Bluebird was starting to cause some concern over broken surfaces. The front end would shake alarmingly. It feels like the dampers are shot, so the front wheels are ‘pattering.’ This means they’re actually not in constant contact with the road, though thankfully it would still go around corners.

With the visit complete, I checked the coolant level. It had dropped only very slightly, though the heater output had once again gone horribly cold when I tested it. Oh. Bother. After an overnight halt in Buckinghamshire with some friends, it was time to head to Hagerty Insurance’s Festival of the Unexceptional. This is a classic meet I’ve long desired to attend, and it is chock full of the sort of cars I love – ie really ordinary ones. The Bluebird was ideal. Look in the background of the shot below and you’ll see such luminaries as a Volvo 66 estate, a Lada Riva estate, a Nissan Terrano II and a Patrol! People were dead keen to ogle the Bluebird’s immaculate* engine bay.

Bluebird engine

Bluebird at The Festival of the Unexceptional 2017.

It was a great show, though the Bluebird developed a fault, when the sunroof refused to close. Just as it started raining. UGH! An umbrella saved us from a soaking, and, with help from other Bluebird owners, we eventually managed to force the sunroof closed using a screwdriver and the manual winding override.

Oh dear! Sunroof jams open.

I’d been forced to ditch the spoiler on the driver’s wiper blade by this point, as it was fouling on the black trim at the base of the windscreen. Then the wiper started clicking quite horribly. I prayed it wasn’t the usual Bluebird wiper linkage problem, where it falls apart. I distracted myself by leading a merry convoy of Japanese metal to a Little Chef.

A fantastic convoy of rare Japanese metal. And my Bluebird.

Horrible weather, but a lovely mix of Japanese classics, including Dan Hirst’s fabulous Honda Quintet, and the green Sunny of Mark Ashbridge that won car of the show!

After that, I headed to Bromsgrove, for an overnight stay with relatives, before heading to Shelsley Walsh hillclimb and a very different event – Classic Nostalgia!

Parked up at Classic Nostalgia, Shelsley Walsh.

This was also a fantastic event, which I’ll cover in a video shortly. After that, it was just a two-hour drive home, with my sat nav choosing some particularly entertaining roads!

Well, they would have been entertaining had I not been in a Nissan Bluebird 1.6 with knackered shock absorbers. It wasn’t terrifying, but it wasn’t exactly fun. I eventually arrived home, feeling just as knackered as the shocks.

Back home, with milk for tea!

Overall then, a bit underwhelming, though very pleasing that an engine I repaired seems to work very nicely. We covered probably 360 miles, though it’s hard to be exact. The trip reckoned about 400 miles, but the tyres are the wrong size – 65 profile instead of 80 – which means an indictated 83mph is a sat nav-confirmed 70. This means the trip distance is also wrong.

But, I can’t help thinking there’s potential to explore here. Could some aftermarket goodies transform the Bluebird into a car that actually handles? It’s so utterly dreadful at the moment that I can’t help thinking it’d be an ideal guinea pig. I do actually like it, despite its drearyness. On motorways, it’s remarkably composed. Let’s see what happens…

Project Bluebird: Actually works!

Apologies for the delay in updating you on the Bluebird project. Things have been pretty crazily busy of late, especially now there are five vehicles on the fleet to try and keep in working order.

Sticking with the Bluebird, I decided to give it a bit more love before the MOT test. Liqui Moly recommended its mOs2 oil, in 10w40 flavour, which was certainly going to be a lot better than the 30 grade stuff I’d lobbed in as a flush – there was a lot of mayonnaise-like gunk to clear out.

Oil change! Thanks Liqui Moly.

With that done, I could finally drive to the MOT station. A steep downhill section allowed me to clean up the brakes ahead of the test, though I was disappointed to note that the engine was not holding temperature, despite a new thermostat. I’d worry about that later. Now for the test!

On the rollers! MOT time.

Unsurprisingly, it failed. I knew something was amiss up front, though oddly the inner track rod ends are not apparently an MOT failure. The tester didn’t like them though, so I got a dangerous advisory. Rightly so. There was also a split CV gaiter, a loose rear wheel bearing and an insecure headlamp (with the reflector insecure inside it for bonus points). Oh, and a split wiper blade I’d failed to spot.

I gave the go-ahead for the work, which added another £220 or so to the cost of this project, probably nudging me into four figures if I dared add it all up. To avoid upsetting myself, I shall not. However, this was it. I could drive home! So I did.

Project Bluebird has its first legal drive.

I decided shortly afterwards to investigate the thermostat. Sure enough, it had come slightly adrift the last time I took the housing off, so that’s my own fault. However, with everything back together again, the heater just would not get hot.

Today, I finally found out why.

Yes, that’s a lot of silt! Quite tricky to do while holding a camera, but the result is a heater that actually works. Hoorah!

Which leaves me with a Bluebird that now runs nicely, cools nicely and is ready for Festival of the Unexceptional this coming Saturday. I’ve covered about 70 miles in the car now, but this’ll still be the longest trip so far. Before then, I just want to be confident that my cooling issues are now resolved, before trying some Evans Waterless coolant. I’ll let you know how that goes in a future post.

Project Bluebird is ready to go!

EDIT – Now with another video update, including first drive!

Project Bluebird: Actual progress!

There has been progress with the Bluebird! In short, it runs again, holds coolant (after a bit of a leaky moment) and is ready and raring to go for an MOT, hopefully next week.

I haven’t got time to go into the details at the moment, but shall list my most recent videos for Project Bluebird below.

A lot has happened since this photo was taken…

The car arrives.

I start pulling it apart.

I start ballsing things up and generally not having a clue.

A miracle happens. Eventually.

 

Part Four – hopefully soon!

Thank you for words of encouragement and support during this project. It’s the first time I’ve partially-dismantled a four-cylinder engine, and it has certainly been a learning experience!

But what do I do with it once it is finished? I’ve got a Proton awaiting attention now…

 

New arrival: Proton!

Oh dear. I’m way off the pace on Blog posts again. Sorry. Crazy summer. I’ve also been very busy trying to get the bloomin’ Bluebird working. Not without success! Keep up with that and other stuff at my YouTube channel.

But, you’re getting this fleet update very nearly live. You see, when I woke up this morning, I didn’t own a Proton, but now I do! Fed up with people telling me I should buy it, after it was spotted on the internet, I went and bought it. No collection capers really, because it was about half an hour away from home. Naturally, we took the Perodua, another Malaysian motor car, in order to ‘just take a look.’ Having been offered it for scrap value, frankly it was going to have to be pretty bad for me to decline, but it helps to have the right frame of mind.

Nippa Aeroback

Two fine products of Malaysia meet for the first time.

Sure, it was hardly the best example, but then it was £50. With two days of MOT. It had been in the same family’s ownership from new, had fewer than 90,000 miles on the clock and had apparently had a head gasket replacement not all that long ago. Sure enough, I didn’t say no, though I did have a quick test drive first. The seller explained that the brakes were iffy, and needed work for the MOT, but they seemed ok albeit a bit wooden. A tiny amount of money was handed over, and off we drove in our Malaysian convoy.

Proton was the first car manufacturer in Malaysia, in a joint-project with Mitsubishi. Which is why the Proton looks like a Mitsubishi. The Aeroback was unique to Malaysia though – it’s related to the shorter Colt hatchback I owned last summer, where as the saloon was just a Malaysian-built Lancer. Interestingly, if you’re me, there was even a limousine version!

UK imports started in March 1989, with the Proton going down an absolute storm. The importers apparently sold 12 months of cars in just six months. My new Aeroback GLS was sold in April 1990, making it fairly early. The GLS meant you got a UK-fitted Webasto wind-back sunroof and TWIN door pockets. Heady stuff. The sunroof apparently leaks, but that’s ok, because the local garage “fixed” it…

Aeroback styling is smart. Sunroof fix less so…

A sheet of plastic has just been taped over it. It does indeed work, but I like a working sunroof, so will see if it’s possible to repair it. Do Webasto still sell seals for them? We’ll find out…

The smart GLS wheel trims are missing, but I can’t say that’s stressing me all that much given the front bumper and bonnet are the wrong colour.

With the deed done, we then drove home. After some miles, the brakes were getting noisy and, sure enough, the nearside front caliper is binding. Not very surprising given I’d been told there was a problem with the brakes.

Inside, it’s a sea of grey which reminds me very much of the Colt.

Grubby and grey.

The temperature gauge reads permanently OVERHEAT, whether the ignition is on or off. There really isn’t a lot else to go wrong though. Equipment levels are minimal. I like that. Well, apart from the fact that the driver’s window glass tries to fall off the runners when you wind it up. That isn’t ideal.

So, the Proton will now be awaiting its turn in the queue. I’m hoping to get the Bluebird on the road and MOTd in the next couple of weeks, then I’ll start investigating what’s up with the brakes. I think being Mitsubishi-based (rather than the Daihatsu-base of Malaysia’s second car company, Perodua), I stand a better chance of finding correct parts.

I must say though, this is a rather jolly car to drive. It ambles along very merrily, and is a good steer too, even if it does start rolling about and threatens to understeer if you get too silly with it. As a car to simply jump in and drive, it’s exactly what most people want, which is why they became so remarkably successful. It isn’t thrilling, it isn’t fancy, it’s just very competent. I like that.

Blaupunkt stereo still works. Note wiper ‘dial.’

Now with video!