Phone test: Oppo F1S

Now my long-termer Samsung Galaxy S4 Mini is being retired, I thought I should do a quick review of its replacement – the Oppo F1S.

The F1S is what’s known as a budget phone, though it still costs £250 or more. It has a screen which is actually larger than my old S4 Mini, which has positive and negative points. One the one hand, it’s a great screen that is far better for watching videos and the like. On the downside, it’s a pretty big phone. It never feels entirely comfortable in the hand. It is actually slightly slimmer than the Samsung. I’m not sure this actually helps.

My new phone. Photo taken with the old phone.

The phone runs Color OS 3.0, which is Android in a different skin in short. To someone used to an android phone, it’s all very similar. The keyboard isn’t that good though, but someone recommended installing the Google keyboard. I’m glad I did. Much better, which much a much more robust Autocorrect.

Battery life seems good. Even with hammer, it’ll easily last two days, if not two. Usually, the Galaxy was struggling by early evening, and a single train journey could drain the battery rather badly. Of course, the Oppo has a much larger battery, as it’s a much larger phone. Still, it’s impressive. The downtime is increased charge time – it does take well over an hour to fill from near-empty.

But, there’s only one reason that I bought this camera. That reason is stated boldly on the box. Yes, this phone is described as a Selfie Expert! I know that’s an increasingly common point of ridicule for many, but given I shoot vidoes on my phone, it’s very handy. The selfie camera is a massive 16MP.

I’ve been pleased with the improvement in quality over the Samsung, though the in-car sound isn’t quite as good I don’t think. So far, I’ve been shooting in 720p, purely because my laptop seriously struggles when editing 1080p. I think that might be the next thing in need of an upgrade! The phone runs very quickly though, so I can get a video started pretty briskly. It perhaps isn’t quite as convenient as the Galaxy which, while laggy, at least had a video or photo option as soon as you entered camera mode. On the Oppo, you need to switch it to video mode before you can start shooting.

It has a nice, wide angle though, which means videos show a bit more of the car interior, and rather less of just my face. I think this must be considered an improvement. On the downside, the rear camera also has a very wide angle, and this distorts images readily – like this one of the Nippa.

Wide angle distortion on the Oppo F1S rear camera.

Another downside was the plastic screen protector that comes with the phone. It scratched really very badly in no time at all, and quickly got to the stage that it was too scratched to see through. I’ve removed it, though I have ordered a tempered glass protector. A wise move, as there is already a small scratch on the screen. It may be Gorilla Glass 4, but it’s still not completely damage-proof.

Overall though, I’m very happy with it. It’s the first phone I’ve actually bought – I’ve gone SIM-only – but it does exactly what I wanted.

Videos – they may be sporadic

I guess that writing about cars is an art form of sorts, though it never really feels like it. It’s just something I do. Making videos feels a lot more like art. Artists labour and strive, look at what they’ve achieved, consider that it is all complete rubbish, get upset, try again, give it up as a bad job and go and do something else, then have another go when the passion returns.

The inlet manifold is successfully removed.

An artist, last week.

Well, that’s very much the creative process I go through with my videos. It’s why some take an absolute age to appear, while some never appear at all…

I’ve already got two Omega videos sitting there unfinished, while I attempt to judge their worth. At the moment, that judgement isn’t particularly kind, so they get published, or they may not. Work’s about to get in the way, so at least I’ve got some enforced thinking time. Maybe I’ll view them more kindly after stepping away from the edit suite for a while.

I’ve also still got a video on the MG GS that needs assembling and editing, and another on the Nissan Qashqai. I’m not very happy with that one either, and I filmed that back in November. I’m also aware that I could do with a better laptop. This one is getting on for eight years old now, and it’s not really cut out for editing high-definition videos. The fan reaches revolutions I wasn’t sure were possible. Normally, it wafts gently, like a Rolls-Royce, but video editing can leave it revving harder than a Honda S800. I think “surely, this isn’t possible?” It’s a bit like hearing your dad singing Mariah Carey. Disturbing. Sorry dad.

Anyway, my point is, videos will be forthcoming, but not to any set schedule. Thank you for all positive feedback over the years. As my 400,000th view approaches, I really must think of a nice way to mark it. For those who haven’t fallen asleep yet, you can find all of my many videos here. Tesla Model S, Mitsubishi Pajero Junior, electric Volkswagen Beetle, BMW-engined 2CV, Peugeot J7, Jaguar XJS, a load of buses, a caravan, Nissan Skyline, Perodua Nippa, Volkswagen e-Up! – off-road. Who else has got variety like that? No-one sensible, that’s for sure.

New ZX: More issues

Having successfully managed to get home in my new, £4 Citroen ZX, the problems didn’t end there. I headed out to get supplies on Sunday morning, and the tensioner noise I’d noticed when we first saw the car seemed even louder. At least, I hoped it was the tensioner. Preferably the auxiliary belt one.

I decided it made sense to investigate. After all, this is not a good noise.

First step was to remove the alternator belt. That would confirm whether I was dealing with a minor issue or a major one. In other words, if the noise didn’t go away, then it was likely there was a cambelt tensioner or water pump failure. Not much fun. Of course, access was pretty horrible. Citroen are the specialists in awkward access.

I've missed Citroen engine access...

I’ve missed Citroen engine access…

Removing the tension was difficult, as the bottom bolt holding the tensioner was very reluctant to move. In the end, I opted to remove the alternator instead.

Alternator removed, there's the problem pulley.

Alternator removed, is that the problem pulley?

With the belt now removed, I started the engine again.

Yes, that’s pretty conclusive I’d say. I then gave the alternator and power steering pump a spin by hand. Nice and quiet. The tensioner for the auxiliary belt was another matter entirely. It was grumbling even at slow speed. There we go then. Nowhere to buy one on a Sunday afternoon, so an online order was duly placed with GSF Car Parts.

Given I couldn’t drive it anywhere, I spent some time on Monday giving the ZX a wash. It really is a fine looking motor.

A fine looking motor.

A fine looking motor.

I like how it’s unmistakably a Citroen, despite being very conventional, and very Peugeot under the skin. Like the XM, Bertone had a hand in the styling, though Citroen’s own stylists were very hands-on at this time, producing their own proposals that influenced Bertone’s work. Mind you, a different design language was on its way, and the ZX was the last Citroen introduced with a single windscreen wiper. Well, until the Toyota-based C1 and Mitsubishi-based C-Zero, and they at least had the decency to have a pantograph single wiper. This means no unswept area right in front of the driver’s face.

I digress. Today, the new tensioner arrived. I thought fitting it would be easy, so did some page-proofing before heading outside with the new part. Straight away, there was a problem. Unbeknown to me, the bottom mouting bolt had actually sheared off as I removed it on Sunday. Oh dear. A proper solution at this stage would have been to drill out the remains and tap the thread out to something larger. That probably meant removing the bracket for the alternator and power steering pump, which meant disconnecting the latter. Sod that.

So, I came up with a bodge. Applying tension to the tensioner left space above the bottom right angle to get a nut in. I used washers as spacers as the bolt I had was too long to start with. It would have been trying to apply too much tension. My first attempt failed, with a squeal disiplaying the lack of tension quite adequately. I reduced the washer count and had another go. Success!

Fantastic bodgery.

Fantastic bodgery.

Incidentally, I couldn’t get the new belt to fit, so the old one has gone back on for now. Perhaps I’ll replace it at some point. Perhaps I’ll do something better than my bodge. Perhaps I’ll never get around to it, the belt will snap and it’ll take the alternator belt with it…

Until next time!

OMG bus excitement!

I had a nice day yesterday, full of lovely bus action. Here follows my report. EDIT – video now at the end!

I arrived at Wythall in good time, thanks to the hurtling capabilities of the S-MX. I couldn’t pass up the opportunity to celebrate Transport Museum Wythall’s commemoration of the day the buses of Brum passed from WMPTE – the West Midlands Passenger Transport Excutive – to West Midlands Travel 30 years ago. After all, I was just a child back then, and this would be one of the biggest gatherings of the buses from my childhood ever seen. Not just seen of course, but also heard and experienced, as many of them would be out doing trips. Wow.

You know it’s going to be a good day when the car park looks like this. A Rover 75 in my favourite colour, next to a beige Morris Ital.

Rover 75 and Morris Ital

Rover 75 and Morris Ital – not a bad start!

I used to work in that large office block in the background, about 16 years ago. It wasn’t just the buses that formed part of this nostalgia trip, but also the location – just a mile or so from where I went to secondary school.

First bus, a fitting Fleetline.

First bus, a fitting Fleetline.

I ignored a waiting Optare Spectra, because it didn’t relate to my nostalgia trip. They came into service after I had my first car, so didn’t really figure on my radar. No, better to wait for something a bit more suitable. This Daimler Fleetline certainly delivered! Birmingham City Transport built up a huge fleet of (ahem) Fleetlines, fitting most with near-identical bodywork by the local Metro-Cammell Works or Park Royal. Things got muddied a little later in the Fleetline’s life, with some badged as Leyland, at the same time as Leyland’s own Atlantean. BCT took both in the end, with the last Fleetline only coming out of service in 1997 – not bad for buses approaching 20 years old.

I hopped aboard and grabbed my favourite pew – right above the passenger front wheel. I loved sitting here as a child, as it gave a perfect view of the driver. How I delighted in watching the snick of the semi-automatic transmission’s gearlever and the frantic wheel twirling for bends. My mother liked this seat rather less, as it left her feet dangling in the air…

Best view ever.

Best view ever.

Things were pretty special on arrival too, with a pair of MCW Metrobuses greeting visitors.

A pair of West Midlands Travel Metrobuses.

A pair of West Midlands Travel Metrobuses.

If anything, the Metrobus is even more the bus of my childhood than the Fleetlines. The first West Midlands Metrobus went into service in 1978, the year of my birth – WDA on the right here is one of those first five prototypes. These Mk1s were always my favourite, as I loved the asymmetric windscreen. So did London Transport, who specified this style well into 1985. Not WMPTE though, who moved to the MkII specification (left) in 1982.

I remember seeing this very often as a child.

I remember seeing this recovery truck very often as a child. Now in defunct North Birmingham Busways trim.

This recovery truck is another reminder of my childhood, as I often saw it parked up at the Digbeth depot. The poor thing never seemed to move, though I assume it did when needed. It’s actually an AEC Matador, new in 1943, became a recovery truck in the Midlands in 1947, but was rebodied with bus leftovers in 1962 – courtesy of BMMO, Midland Red’s own in-house bus company. It had many stints at Digbeth over the years, before passing to North Birmingham Busways in 1997 – whose colours it still wears. I like North Birmingham Busways as, before they ceased operations, they let me drive their Atlantean and National 2. When they stopped trading, the Matador passed into preversation. I’m glad it survives.

Back to the buses.

Cor! What a line-up!

Cor! What a line-up!

Yes, that’s TWO Volvo Ailsas, as well as a mixed bag of Fleetlines and a Metrobus. The Volvo Ailsa was a bit of an oddity on the WMPTE fleet, with its unusual Alexander bodywork and even more unusual layout. A 6.7-litre turbocharged engine is squeezed between the driver and the passengers, so it’s a flat-fronted, front-engined bus. On the left is TOE, which is the original prototype demonstrator. JOV is one of the batch of 50 that WMPTE bought in 1976. I have a distinct memory of catching one of these as a small child in the 1980s, but it wasn’t a bus I encountered very much. They left WMT service in 1987.

What really marks out the Ailsa is the fantastic noise they make. An ususual belt layout means they shriek in a most ridiculous manner! When TOE rolled out for its first run, there was a huge queue waiting! I was glad to be able to get on board. There will be video footage at some point.

A rather different scale - Transit bus.

A rather different scale – Transit bus.

I don’t remember seeing these Transits as a child, but always loved this ‘parcel van’ style, with its enormous wipers. It doesn’t seem an ideal choice of bus, but remained in service for a good ten years it seems.

The beast! Legendary 56.

The beast! Legendary 56.

And now for something completely different! Walsall 56 is a quite remarkable Daimler Fleetline, built to the most bizarre specification. It has a V6 Cummins engine, mounted immediately behind the offside rear wheel. Its 36-foot long body (by Northern Counties) seats 86, even with two staircases and two doors – front and rear. The noise it makes is quite ridiculous, and it was apparently notoriously unreliable in service. Walsall Corporation had always gone its own way, but that came to an end after this bus, as the corporation was drawn into WMPTE. By 1975, this 1969 bus had been sold on. It only returned to the road last year after a lengthy overhaul. The time had come to indulge in more rides out. Here’s a nice moment.

Stepping back into the past!

Stepping back into the past!

That’s a Foden recovery truck passing MCW Metrobus 3057. This beautifully restored Metrobus is painted as it would have been originally, in WMT’s rare silver over blue. It was only in use for a couple of years, before being redesigned along the lines of what you see on the Foden – more blue, and a larger red stripe. The Metrobus is one of the Mk3 specification, delivered (I think) on E, F and G plates. The stand-out features were larger wiper blades, a larger desination box at the front, an orange section on the grab handle by the doors, and an enclosed rear number plate. I think the upper emergency exit was a larger design too.

These were the last Metrobuses of WMT’s considerable fleet. What replaced them around my way was the Scania N113, with Alexander bodywork. I would have liked to see one at this event, but it was not to be. Nor was there a Leyland Lynx – I remember these thundering past my house on the 18 route.

Where did the upper deck go?

Where did the upper deck go?

Here’s an unusual single-decker though, one that began life as a double-decker. This Fleetline was new in 1978, and so one of the last. In 1994, it had the upper deck removed and was converted to single-deck format, complete with aerodynamic appendages! It was done to investigate whether converting these buses could save money – the drivers could be paid less. At £25,000 for the conversion, it would have needed a lot of saving! It seems wage changes also rendered this a magnificent white elephant – note that the lights were converted to these standardised items at the same time.

I first saw this bus not long after passing my test, so probably 1995-1996, at Robin Hood roundabout in Hall Green. I did a proper double-take!

Ah, the lovely National.

Ah, the lovely National.

Leyland Nationals are another key bus from my youth, as they are for many people. They were everywhere! I’d often catch a Midland Red West National on my way to school. How nice it was to ride on a bus from that time, on the same road – with the cackling engine and crashy ride. Giovanni Michelotti blessed the National with some actual style, and I always loved the pod on top of the roof at the back – not visible in this shot. Caves Buses, who also transported me to and from school, built up quite a fleet of Nationals, and the buses that took me home from school would later be taking me home from nightclubs, with the same poor drivers!

Next generation National

Next generation National

I can’t recall riding much on National 2s, but I definitely remember the much gruffer engine note they had. I enjoyed my ride on this one very much indeed. You can see the rear pod clearly on this one, and the notably longer nose, which now houses the radiator.

There were many other delicious bus moments, but I should probably stop there before you all go to sleep. So, I had one last brew and then hopped aboard the Spectra.


Last ride, aboard the Optare Specta

As R1 NEG entered service in 1998, it was well into my car-owning years. To think, just one year separated this bus from the Daimler Fleetlines in operation with (what was now) Travel West Midlands! The Spectra used DAF underpinnings, and it truly is a world away from the Fleetlines in terms of comfort, noise and pace. It has genuine low-floor capability too, the first double decker in the UK to offer such a feature (though this was not quite the first Spectra so-equipped to enter service). There was just time for one more photo before I headed home. What a fantastic day out.

S-MX and Fleetline. Hometime!

S-MX and Fleetline. Hometime!