That was a year that was..

[Nigel C]

14 minutes ago, Charlie D said:

"Tester leads"?

When I were a lad in Leamington Spa, they were known as “Brumie ignition keys.”

(Did you get yours from a dodgy geezer in a railway arch down the line from Saltley Viaduct ?)

Charlie.

Alum Rock aar'll ave yow noaw 

[Charlie D]

Birmingham…
“The workshop of the world” it was once called.

You could buy anything you might ever need from those workshops.
There used to be a bloke called “Polyester Pete” (although I don’t think that was his real name.) He had a railway arch near Snowhill station and, so I was told, made replica Peerless bodies to drop onto a Citroen 2CV chassis. (Or something like that.)

I wonder what ever happened to him?

Charlie.

[Nigel C]

I wonder what ever happened to him?

same as what will happen to you with such slanderous allegations, bringing down 2CV's like that; how bl**dy dare you  

[Bfg]

This past weekend Katie and I popped across to Old Walden Aerodrome, Biggleswade, SG18 9DT,  for the Shuttleworth Collection's 'Around the World 2023'  Air Show. For those of you who aren't familiar with it, the Shuttleworth collection specialises in early aviation / pre-second-world-war ..so the pioneering days and also air racing and passenger aircraft of the 1920's and 30's that helped develop flying from the bicycle shed to international travel.  The biplanes of the first-world-war are of course very much part of this era.  Although rare, the collection is not unique in this specialty, but rather because most are maintained in airworthy condition and are frequently flown (wind and weather permitting) off the grass field.  Of course some of the aircraft are unique because they are original, and others are because they are accurate replicas. 

I happened to have lived quite near Old Warden when I was teenager, riding motorcycles and learning how to handle my mum's Mini Clubman or Simca 1000, but that is some 50 years ago now and both I and the museum's collection have grown larger since. The museum used to be in a couple of small hangers and an engineering shed, now it has five hangers plus one of those sheds and the engineering workshop. The other shed is now a good sized cafe. On Saturday afternoon the original car park and cafe were busy with what appeared to be the good natured Motor-Guzzi (motorcycles) V-twin owners club's visit ..perhaps fifty to eighty bikes having come along ?

 

^ There was also a gaggle of half a dozen very beautiful Gordon Keeble's accompanied by a TVR and an exquisite Bristol 403.  Otherwise of note was a very tidy Volvo Amazon (H-reg), a very appropriate Bentley 3ltr,  a rather too clean Morgan plus-8, and a fantastically restored Suzuki 'kettle' GT750 (late 1970's triple cylinder water cooled motorcycle) and a stunning Ariel Square four (motorcycle). . .

 

^ Oh and did I say.. there also a rather purposeful looking TR4A here too.      On Sunday there was another TR in attendance, but I didn't see it in person. it may have been a 4, a 4A or 5. There was also an early Mazda Mx5 and an interesting Morgan plus 4 with a 2.5ltr pinto engine, and twin webbers, said to be developing about 170bhp at its rear wheels. Nice chap to talk with and very informative about the different aircraft.

 

^ Within minutes an interesting fly-in visitor was ready for departure.  Note the motors and undercarriage are on a lower wing. Long live tail dragging bi-planes !

 

^ and a (Ruski ?) visitor along with an RAF chipmonk were doing some circuits.

 

^ just sitting there waiting for someone to jump straight in were a couple of biplanes including this Tiger Moth and also an Avro C19 Anson (built ; 1935-52)

And that was all in 15 minutes before I'd stepped into the museum to pay my money. 

  

^ Inside the museum was better than I might have hoped for. The exhibits were in airy skylight lit hangers and on the ground close enough to touch. These being hangers rather than static displays of the more typical  museum hall - the aircraft have of course to have room to be moved in and out. And those aircraft moved outside for flying or ground display leaves more room inside to stand back and actually see the aircraft.   I love Duxford museum, but it has so many aircraft, all tucked in between each other with others hanging above, that it's somewhat cluttered ..a totally different to what I found here.

^ up close and in personal space with the truly gorgeous de Havilland DH88 Comet. This is one of the three aircraft ordered in February 1934 ..to be ready on 20th October that same year to race from Mildenhall, England, to Melbourne, Australia. The first of the three was first flown by de Havilland's on 8th September and received its airworthy certificate the following month. The certificates for the other two were issued on the 12th October.  This very Comet 'Grosvenor House' (entered by AO Edwards the manager of that hotel) was winner of the speed prize covering the course in 70 hours 54 minutes.  Outstanding !

After evaluation trials by the RAF (and several accidents) it was sold as scrap.  Fortunately it was bought and restored by an enthusiast F.Tasker and the Essex Aero club at Gravesend.  Then, in 1937 it achieved fourth place in the England to Damascus Air Race ..and the same year set a new record for the out-and-back time to the Cape. It also set a new record from England to New Zealand ..and back, in just 10 days, 21 hours, 22 minutes.  Bearing in mind there was no GPS in those days, these are incredible feats of ground crew logistics, navigation between fuel stops, as well as reliability, endurance and air speed.  This aircraft was all but abandoned then, at Gravesend, until it was restored for hanging-from-the roof-beams static display at the 1951 festival of Great Britain in 1951.  It was given to the Shuttleworth collection in 1965 and a program of restoration to flying condition begun.  After almost half a decade she flew again on Sunday 17th May 1987.  Based at Hatfield until its closure in 1994 'Grosvenor House' returned to Old Warden where the airfield was too short for safe operations. That was lengthened in 1999. After suspension damage in 2002 the design was found to be faulty for certain conditions. Certificate of approval was granted for modifications to that suspension / structure, and since test flights on 1st august 2014 she become a regular and somewhat spectacular performer at these air shows. 

   

 ^ 'Grosvenor House' was in the museum one day, and then on the next is up flying alongside a guest..  the polished aluminium 'silver Spitfire' (Mk.IV I think - 1943) which having seen extensive active service, has (in 2019) flown 22,138nm around the world "taking in some of the most famous landmarks on the planet from the Grand Canyon in the west to the snow-capped peak of Mount Fuji in the east".  It was promoting the ‘Best of British’ worldwide & showcasing the nation’s heritage in engineering excellence. 

In the photo's background is a little white racer c.1936.  it's the Percival Mew Gull owned by the collection, which won the 1937 Folkestone Trophy at 210mph, and then re-engined and with various other mods won the 1936 King's Cup at 236 mph. Again re-engined and with radio and long range fuel tanks fitted - it then broke the record for the out-and-home to the Cape in February 1939.  Taking just 4 days, 10 hours, 16 minutes to do so was 'not bad' for there and back in a pre-war aircraft, including fuel stops and navigating yourself to sometimes isolated air strips. That record held for over 70 years. After being hidden in France throughout the 2nd WW, she was refurbished in time to win the 1955 King's cup ..again 'not bad' for a racing aircraft which was even then almost 20 years old.

   

^ I make no apologies for my photography using an old Panasonic Lumix camera, when the Comet was 'giving it some' in a flypast. Naturally I took others, in which I managed much better composition, but then the aircraft was further away or heading towards from us.

I guess I took about a thousand photos over the day and a half I was at Old Warden, but I'll refrain from boring you with a whole lot of nerdy background histories. After my lunch I'll post a selection of photos for those who enjoy such things. In the meantime I'll leave you with these two, to illustrate the variety and beauty, of seeing these museum exhibits in their own element  ..the engineering prowess of the restorers, and the bravery of pilots who really do use them  . . . 

Pete

 

Edited June 6, 2023 by Bfg

[Lebro]

We had one of those training gliders (your last photo) at my school. I did many "ground slides" in it (with spoilers on the wings) during my time in the combined cadet force. Never got to take it off though. Finally got solo in a proper glider about 40 years later !

Bob

[Bfg]

I hadn't realised Bob, your avatar suggests you wear your age well.

The glider is from 1938, a Schneider EoN Primary.  After the first world war's armistice, Germany was not allowed to have an air force, however gliding was nicht verboten, and so many of the Luftwaffe piliots had their first training (with bungee launches) of the similar SG38 schulglider. It was adopted in 1948 by the Air Training Corps and Combined Cadet Force as the Eton TX1.  I should imagine being perched out there strapped to a kitchen chair, which was screwed to the top of a flying skate was pretty ' exciting ' ! ?       it's glide ratio of 1:10 is pretty impressive though.

[Bfg]

 A selection of photo s taken. . .  

  

^ The event posters from the early days of aviation are particularly colourful and fun.  Flash photographs bought out their vibrant colours

     

^ Frolic and frightful ..the second extraordinary photo shows a burning hurricane's pilot stepping out onto the wing.

  

^ Beautiful and in flying, or at least airfield hopping condition.  They were programed to do so, but this past weekend it was too gusty for them to fly,

 

^ some fantastical clever designs were destined never to fly at all, but other pioneering designs did ..thanks to relatively lightweight engines like the Antoinette.

  

In leaps and bounds, box kites and the Bleriot type monoplanes became aircraft that served leisure and military roles.

 

^ although departure gates to a horse and buggy or launch might seem odd to us now.

 

^ one cannot dispute that the era had glorious helpings of style.  Where has that gone in today's world.?  

 

  

      

^ perhaps it was lost in the 2nd world war ?

  

 

Edited November 2, 2023 by Bfg

[stillp]

That's my favourite aircraft ' museum' Pete. I've been a member of the SVAS (Shuttleworth Veteran Aircraft Society) for several years. The adjoining Swiss Garden is nice too.

Pete

[Bfg]

[Bfg]

.

Edited June 6, 2023 by Bfg

[Drewmotty]

5 hours ago, Lebro said:

We had one of those training gliders (your last photo) at my school. I did many "ground slides" in it (with spoilers on the wings) during my time in the combined cadet force.

Me too

[PodOne]

7 hours ago, Bfg said:

The glider is from 1938, a Schneider EoN Primary.  After the first world war's armistice, Germany was not allowed to have an air force, however gliding was nicht verboten, and so many of the Luftwaffe piliots had their first training (with bungee launches) of the similar SG38 schulglider. It was adopted in 1948 by the Air Training Corps and Combined Cadet Force as the Eton TX1.  I should imagine being perched out there strapped to a kitchen chair, which was screwed to the top of a flying skate was pretty ' exciting ' ! ?       it's glide ratio of 1:10 is pretty impressive though.

It's the future of UK transport no need for a charging point just a big elastic band catapult fastened to the side of the house and you're off! 

Clever fellows those Germans.

Andy

[Bfg]

Hi y'all, I've not been around for a while but am still alive n' kicking. 

Being somewhat burnt-out with working on projects - I've hardly used Katie , but for the monthly club meetings throughout the summer, and have likewise done no more work on her, even though she's far from right yet. 

I've moved home (x3 times in less than three years) and now enjoy a nice little apartment in Kesgrave, Ipswich ..with central heating (..oooh, aagh ! ) ..and a garage ( ..yippee ) which although 'standard sized' is suplemented by a small but private garden where half my poly-tunnel now serves as decent sized (8ft x 10ft) garden shed to help keep the garage reasonably clear of clutter.   

From this ^                                                                                                    to this ^^

= Happier winter days

I've painted the ceiling white ( it was just plasterboard before) and fitted an LED strip lamp.  I may add another, but for the time being it's better than just the single bulb. Nice to have lighting ..and . . .

^ this is just a mock up but the apartment is upstairs and in its hallway is a radiator ..opposite the internal door to the garage. So.. the plastic sheet diverts warmth from said radiator into the garage.  Naturally, heat rises which in turn is under the floor in the apartment.  

And so now I'm back to tinkering. More about that later, save to say that I'm also just about to try leather TR6 seats in Katie. 

^ ..courtesy of Martin Gerrard Hill of these pages.  Thank you Martin.  if I can get the runners to fit further back in the car then these may be more comfortable (for me) than the MX5 seats I've been using.  Naturally I'll advise how I get on in due course.

Pete

[Mk2 Chopper]

I'm jealous of your new garage, I currently don't have one and the car is covered, and work done outside (bit like my teen years). I think our TR's are the best size car for a standard sized garage. 

Anyway enjoy the new place. 

Gareth

[Bfg]

Thanks Gareth,

It's taken a time for me to get back on track but it's necessary.  By the end of last winter-springtime, the patio upon which my polytunnel was placed had flooded three times, and I was sick of it. Together with the cold, and the plastic cover tearing apart (..UV damage)  I felt I'd lost 4 months of the year. And at my age., hibernating for 1/3rd of any remaining years simply doesn't work. 

The bills here are naturally quite a bit more but the quality of life is better and so is the value. 

I sincerely hope you get a garage of your own soon, with light & power ..and heat.!

Pete 

Edited November 1, 2023 by Bfg

[Lo100469]

Good to read you Pete, i'm sure Katie will appreciate the upgrade!

[Hamish]

Glad things are going your way Pete enjoy the garage and the new home. 

[stillp]

Good to see you posting again, and congratulations on finding somewhere more suitable to live.

Pete

[PodOne]

Hi Pete

Glad to hear you and Katie have found more comfortable quarters. I'm sure you will both appreciate the warm and dry!

Done my share of outdoor car projects couldn't do it now.

Look forward to reading of your next adventures.

Andy 

[Bfg]

A little maintenance and a little fiddling with an idea. 

Starting off ; Katie's oval air filters have been on the car for who-knows-how-long - certainly they were on the car when I bought her. They appeared to be pretty clear and I hadn't realised how dirty they were, within the folds, until compared with new air filters. Of course, super-fine dust particles and spores are somewhat difficult to see. 

Are Katie's old filters 10% constricted (clogged up) or 20, 30 or 40% ??  I really don't know.   And then again - is each filter equally dirty (part blocked) and so constricting air flow to both carbs ..or has one more clogged than the other, thereby starving two cyclinders of air ?  Do the original-type paper-air-filters have a huge margin of clogging before they effect performance &/or economy or is the air flow constricted even from new ..and swapping to something like K&N is a really good investment ?

I guess I could have configured some sort of air flow test but, without having new ones to compare results with, I had no datum.  So the easiest thing to do is to buy new, hoping they have been made to a similar standard as the originals.  I bought these off ebay, and tbh they were pretty cheap.  Only when I got them did I realise they looked different. The folded paper element is inside an outer sleeve. Hey ho, it's part glued in place and so tearing it off might have left an ugly mess.  Never mind as long as those sleeves don't constrict air flow too much, I'm sure they'll be fine.

Now for a bit of play . . . 

Ram Pipes .. The long & short of well designed Ram Pipes is that the air flow into the carburettor is smoother and, without the bow waves of hard edges, less restricted. This means more air-fuel mix is drawn into the combustion chamber at a faster rate. That faster rate adds a little inertia behind the air-fuel mix ..which 'rams' more into the cylinder before the inlet valve slams closed and the compression stroke commences.  More air-fuel mix in the cylinder = more powerful bang.  The illustration (below) suggests we may be talking about plus or minus five or six percent. 

^ I'd found this extract from a book on the internet ages ago.  I'd like to recognise the author for their illustrations and for providing food for thought, but alas I do not have the source. Thank you whomever.  ..nb. I've subsequently heard that it was in a book dedicated to tuning an MGA.

In short from the above page I surmise ; hard corners into a carburettor tend to restrict air flow. I reason this is because they are somewhat like the bow wave of a flat fronted lorry which seriously effects the air around and alongside it.  Two lorries travelling alongside each other would displace the air flow from inbetween them. The space inbetween being an analogy for the carburettor air intake.  

Apparently the author has discovered or is presenting the case that very sharp corners (lorry front corners or at carburettor intakes) cuts the air flow cleanly, which effects the adjacent air flow less than slightly rounded corner - where the air tries to flow around the corner but it is too sharp and so ‘bow waves out’.  This effectively lessens the inside diameter, and therefore the cross-section, of the carburettor intake.   

The author concludes ; Rounded corners less than R.1/8” on a carburettor intake can be detrimental (too big a bow wave). And cone shaped ram pipes might create more back pressure (a wedge of air will meet resistance in a rigid tube) than any benefit it offers.

Apparently also long ram pipes offer little or no advantage over even very short ones. The real benefit comes from having a beaded edge of more than 1/8” radius.

The TR's air filter has a hard edged hole clamped to the carburettor flange. At best this would equate to somewhere between example 1 and 2 in the above chart.  However accurate sizing and alignment is imperative to not making the situation even worse. The gasket may or may not be a good fit but almost certainly any protrusion into the air flow, or recess from the smooth intake will again detrimentally add turbulence.

The challenge then was how to give the air filter a rolled edge.

^ a potential solution lay in a pair of cheap ebay ram pipes and a fat o-ring bought from B&Q.  In the second photo, I've further rounded and polished the inside corner of the die-cast ram pipe and reshaped the flange-side of its hole to better align and fit with the carburettor flange. The alignment of the ram pipe to the carburettor orifice was 2mm off on one side, which if fitted like that would have made this mod' worse than doing nothing !  It's still not perfect but then nor was the hole in the air filter.  Now of course the question is how to fit it.?

 

The hole in the air filter was approximate to the throat of the carburettor, but I wanted the ram pipe to fit inside it, so I aligned the bolt holes, then marked and cut the air filter's mounting plate. Naturally I didn't want any metal filings inside the air filter and so I used snips ..and even then I very carefully accounted for every last shard of metal cut.

  

^ With the ram pipe fitted into the air filter, the challenge then was to accurately position the fat o-ring - right on the round edge of the ram pipe, inside the air filter.  I proposed to do this with a second skinnier o-ring (just seen in second photo) used as a spacer behind the fat o-ring . These would be inserted through the orifice and bonded in place with silicon sealer.

  

^ with goo applied to the outside of the ram pipe, and to the inside of the o-rings, it all went together fine. As you see - I bolted the ram pipe and filter together, to hold them as I fitted the o-rings and until the sealant set. 

I now have an air filter with a rolled inside edge (of 4mm radius).  ie., the ram pipe is fitted with the large diameter o-ring inside the air filter. They will of course be bolted together onto the carburettor as one.

Now just to pretty things up . . .

  

^ This 25 x 50cm piece of mesh from B&Q cost almost £10 ! ..and it's ferrous steel so after I cut and shaped It I had to paint it. Aluminium would have been easier but I took what was available.  Warning : cutting this mesh is like handling barb wire. It has very sharp prongs and springs back to cut your hands and wrists. After cutting, and before wrapping it around the filter, I ran back and forth along each edge with a metal file to dull those barbs off.  

Then, after pre-forming the tighter radius with my fingers - I folded out (with long nose pliers) two 90-degree clamping flanges. These were doubled back down again for stiffness.  Wrapped around this filter and with the flanges = the uncut length of the mesh is as bought (ie., 50cm)

   

^ The flanges are screwed together and wired. Admittedly it's crude (..as I didn't have any small set screws and nuts to hand) but it's effective and out-of-sight (on the filter's underside) when fitted to the car.   

^ The old and the new

If the theory illustrated is correct ; the standard air filter's hard edges contribute to a 0.3% to 6.7% loss in air-fuel mixture flow into the combustion chamber, compared to a bare carburettor.   The short ram pipe with an o-ring rolled edge of more than 3mm radius is very similar to # 8 of the illustrations ..which is said to improve air-fuel flow (compared to a bare carburettor) by 5.2%.  So an afternoon of pottering + £10 for a pair of ram pipes + £4 for the o-rings might improve air-fuel mixture flow into the combustion chamber by anything between 5% and 12%. ..That seems like good value to me.

New air filters were due anyway, and although tarting those up with wire mesh was an extravagance - it is I think a neat one

Bidding you a good evening,

Pete

Edited November 1, 2023 by Bfg

[John Morrison]

Pleased to continue to hear of your exploits Pete, and pleased you have 

more pleasant surroundings to tinker!

John.

[Bfg]

"Boing ! " said Zebedee ..

Children should look away because this week's episode sees Zebedee squeezing tightly into his black leather seats

Magic roundabout music plays joyfully out of tune.

"Once upon a time . . . Katie  had really quite ugly and uncomfortable TR4A seats in sweaty black plastic, but then a giant came along and uplifted those into ebay space and replaced them with Mazda seats.   Now said big friendly giant found these seats very much better, and relished the extra legroom he'd made for himself and equally the tilt backrest ('reclining' is a misnomer when there's little or no tilt space behind the seats). But to be honest he found then rather too firm and really not such good lateral support as he had hoped.  

But then along came a fine upstanding gentleman name Martin, who was offering to all the world a very nice pair of black leather TR6 seats. They are not quite standard insomuch as they had been professionally recovered with beautifully supple leather (sans perforation) and their diaphragms and foam had also been replaced for new.  Alas, as the tale reveals.. it seemed as if very few others really appreciated them.  But then came along the most amicable Bfg    ..who carried them away and took them home to his Katie . . .

However before installing them, he had a few things to sort out, not least was whether they would fit as far back in the TR as the Mazda seats did, and equally if not more importantly whether the Bfg would still be able to get his big fat head into the car. . . 

  

Aide memoire, you can see from the headrest just how far back these seats are placed. A measurement from the clutch pedal records 42-1/2". 

  

^ Side by side the TR6 seat look rather diminutive in comparison to those from the Mazda MX5 but, with a squarer backs, their width is very tight when pushed rearwards. Katie doesn't have the fibreglass cover over her drive-shaft tunnel but still it was all a little too tight for her., not least because the TR seat has a pokie-out-the-side pivot-locking mechanism.  On its runners, the TR seat also sat high in the car - and the headroom already offered nothing to spare when occupied by a Bfg.  This was another one of those five minute jobs that wasn't going to be quite so quick.. Things would have to be re-thought.  

   

^ Firstly these seat's pivot locking mechanism would have to go - the TR4A never had such extravagances anyway. And the seat runners too ..to lower the seat by an inch or more.      ^^ That's better, over an inch further back, and now the Bfg can (just about) get his head in under the backlight frame.

There's such difference in style between the Triumph and Madza seats.  I do think the Mazda seats look fabulous, but on the other hand I'm content with the look of these TR6 seats in a 1967 sports car.  It's not everyone's choice, but for my use of this car - adequate driver support together with a comfortable ride outweigh styling. 

   

^ because Katie's chassis has additional structure (a cross beam aligned to the gearbox mount), which coincided with where I needed a seat fastening, I drilled and tapped into that beam's flange.  On the underside of the flange I was still able to fit a nut.  Bonus is that we now have another body to chassis mount ..packed on rubber of course.  The fixed brackets are very simple 90-degree upturned zinc-plated steel plate - which allow the seat to pivot forward, for easier access to the rear space than the Mazda seats offered. That is useful because Katie's Surrey-top-lid is usually stowed back there. Another worthwhile advantage is the far easier access for cleaning under the seat and alongside it. Those snozzcumber pips get everywhere. !

  

^ Job done, on the driver's side anyway.  The TR seat measures, from clutch-pedal to seat back, about 1" less than the Mazda MX5 seat, but its cushion gives that much more - so overall my way-back seating position is the same.  For my long legs, the TR seat gives a little better under-thigh support.  Dimensionally its front squab is just 1" higher but, perhaps because that support is further back, it seems more ..and more comfortable to sit in.  Lateral support feels very much better in the TR seat ..perhaps again because I'm now sitting into the upholstery rather than on it.  Getting in and out feels much the same but the 3 or 4" more space in front of the seat gives me more room to pull my size twelves back.

- - -

I've just been for a short test drive, avoiding on my way out dozens of little devils and all sorts of ghouls ..out in the evening air searching for tears of the timid and tooth-rotting substances, and found the driver's seat to be comfortable, less draughty around the small of my back, and offering better support when driving spiritedly around a broad roundabout. The door padding offered all the bracing I need on that side but a little more on left side, for right handers, might be welcome. So I'll try swinging the seat's left side mounting forward by half-an-inch and also up a little.  As hoped the TR's ride / comfort is improved through the seat's softer suspension (diaphragm) ..which is of course the way Triumph designed the car, but to my butt was compromised when I fitted the firmer MX5 seats.

Mx5 seats may be better than sliced white bread but I prefer crusty doorsteps of wholegrain.   Everyone to their own eh ?

I'll let you know again, after a hundred miles or so, how I get on..  Knowing me, I'm just as likely to swap 'em back again. 

Bidding you all a peaceful evening,

Bfg

p.s. for a further bonus point ; Both in leather, the Maxda seat weighs in at 17kg whereas the Tr6 seats (without runners) is just 11.5kg. Times this weight saving by two seats and its the same as a full week of scrumdiddlyumptious breakfasts at Buckingham Palace

 

 

Edited November 2, 2023 by Bfg

[MilesA]

Interesting Pete.

My 6 came with MX5 seats fitted but also the original seats which had been refurbished. Having lugged the originals into the house, I slumped down on one of them and was surprised at how comfortable it was. As you say, one sits 'in' the seat. I suspect that is why when sitting 'on' the MX5 seats I find that I lose the top portion of the the view in the central rear mirror and find myself ducking slightly to get the full view.

If the originals were headrest versions I might  have have been tempted to reinstall them.

Look forward to your 100 mile report or your next activity, whichever arises first.

Miles

[Nigel C]

Looks really good Pete. Well done

[Bfg]

Thanks Gents..

. . . t'other seat done today. . .

^ I also twisted / moved the driver's seat 1/2" further forward on its left side and up by 1/4" in the same front corner .. That may not seem much but first (static) impressions are that it's improved lateral support on the left side as well as a tad more support under that thigh. The task was easily done, but equally I think.. well worth doing. 

That doesn't look too shabby

 

 

Edited November 1, 2023 by Bfg