By January 1998 Michael
Green of West Coast British
began work, the goal was to restore the 80" back to its former glory,
meaning a restoration in its truest meaning. During the period when the
vehicle was being stripped only three (3) bolts had to be cut off due to
rust, and these were all ¼-bsf body bolts. Every spring bolt un-did and
came right out, everyone still having its factory plating! The factory
green paint was still visible on the chassis once the body had been
removed.
The firewall had been butchered at one
time in its life, someone must have attempted to fit a better heater, thus
the RH side had to be repaired, which involved a bit of fabrication and
welding. The rear crossmember had been damaged in a minor accident, thus
needed straightening. The chassis and firewall would then undergo
sandblasting and powder-coating in its original green. Axles were stripped
and cleaned, and these too would be powder-coated (gloss black) prior to
overhauling. New swivels balls replaced the worn-out ones, and the RH/F
spindle had to be replaced due to excessive wear. All bearings, seals, and
anything else suspect has been renewed, regardless of expense (it’s the only
way to do it). New rear road spring had to be made locally due to broken
leafs, while the fronts were rebuilt, and the chassis re-bushed with
genuine bushings.
All the original hardware (BSF) has been
saved for re-use, pieces un-useable were replaced. As the body was taken
apart each nut, bolt and washer was inspected and cleaned, and repaired as
needed. All body bolts were kept separate from chassis and drive train
hardware, which underwent the same process.
Once
everything was clean, it would then be taken to the plating shop…. Body
hardware would be Clear Cad (as new), while chassis and drive train
hardware would be done in Black Zinc. It’s the detail that makes or
breaks a restoration.
As the chassis progressed the gearbox was
stripped and cleaned, the cases brought back to their former glory.
Inside, no one was more surprised than Michael Green that everything was
in near perfect condition, the exception being the bearings. Once the
gearbox and transfer was overhauled it was covered up and placed on a
shelf for future fitment.
The little 2-Litre IOE was next on the
list and would bring a few surprises, such as the oil filter had most
likely never been changed. The crank looked as though it had been running
in grinding paste for some years, hence it would need re-grinding. Three
out of four bores were serviceable, but in the end would be bored
.040" and new pistons fitted (as well as small end bushings in the
rods). In addition, all valves, guides and rocker-shafts would be
replaced. The block and head have been painted the same shade as the
chassis, while all alloy parts were again brought back to their former
glory. Engine hardware would be re-blacked (zinc).
During this same period the radiator, oil
cooler and fuel tank was sent to a local specialist for cleaning and
repairing… the fuel tank is un-useable due to numerous pinholes, I guess
two out of three isn’t too bad, as the radiator and cooler were in
perfect condition upon their return to WCB.
Nearly everything needed to complete this
project thus far has been available in England via West Coast British
suppliers.