Had an issue with the Corsair’s brakes again, they were locking up as I found out after a short run (less than a mile) last Sunday. So I posed a question on a favourite Facebook group and most of the helpful answers came up with the master cylinder being the likely cause or to at least start at the top of the hydraulic system. I checked my (this) blog to see when the master cylinder was last refurbished and I was surprised to see it was October 2012! I had nothing to lose by investigating because the first thing I noticed when I drove the Corsair out of the garage was that the front calipers were seized on.
With the front jacked up, I released the brake pressure from the front offside caliper and the wheels moved freely. A pump on the brake pedal and the brakes seized on again. I released the pressure this time from the master cylinder output and the front wheels rotated again. Looking into the reservoir, the fluid did look a bit cloudy and with what appeared to be black flecks of dirt in the bottom. It was then that I decided to remove the brake master cylinder, so I pumped out the brake fluid via the off side front caliper to reduce the chance of spillage of brake fluid or making a mess during removal.
Not really being one collecting ‘everything’ Corsair related but I was lured to these items seen for sale on a Facebook sale site. It was the Ford Corsair sales brochure [more images] which caught my eye with its exquisite artwork and a clean Haynes manual for indoor referral. I’ve more ‘goodies’ to come by post/courier in regard to the front suspension and steering.
I Waxoyled the Corsair 3 years ago (March 2017) and upon seeing the underside earlier this year during the MOT inspection it was clear it needed doing from the rear axle chassis to the front as far as the front footwell sections. The old under seal was flaking off in large chunks and in some places exposing fresh metal. A messy business prepping for the Waxoyl, but equipped with safety specs, some decorators scrapers, wire brushes and a rubber dusting brush I was good to go. The most awkward part was the manoeuvring around on my back and keeping my arms up while trying to apply pressure and elbow grease.
A good 2 hours of this saw the worst of the flaking under-seal removed and then the frustrating business of applying the wax began. Firstly I warmed the Waxoyl in a bucket of hot water for about 20 minutes – not that I noticed much in the change of the viscosity. Aftet transferring some waxoyl the special Waxoyl pump system and hand pumping pressurising it, the steady even spray of wax I was expecting sputtered out and squirted in directions I didn’t want before clogging. Washing the nozzle took several attempts in white spirit to get the spray effect I desired and then had to repeat the process countless times through out the process. I eventually covered all the areas I needed and not all over myself.
I finally got a round to trying out the Gunson Colortune I got last October. It wasn’t as difficult as I thought it was going to be with the instructions in clear English and to the point. The most difficult part was putting in the spark inspection plug in, without burning my fingers on the exhaust manifolds.
On the instructions it said you only needed to use one cylinder on a single carburettor and one inlet manifold design as per my V4. It was a simple task of removing a spark plug from any one of the four cylinders and replacing it with the Gunson spark inspection plug. It advised on having a clear view as possible of the plug which would become evident later. As mentioned earlier, the awkward part was fitting the inspection plug with its copper washer as it was quite a lot shorter and stubbier than a spark plug and difficult to get a decent grip with finger tips especially with a warm/hot manifold nearby. A deep 14 mm socket would have been best to tighten the plug but finger tight with a normal socket was good enough. After that, a long thin rod from the set was screwed in place so the HT lead could be connected.
Bit too cold for the roof to be down even though the sun was out, as I took advantage of the £5 classic car parking at the Royal Bath & West Classic Car show. With a storm looming for the rest of the weekend (and bad weather for most of the month) there were several gaps in the car showing areas and the auto-jumble however, I did manage to obtain a return spring for the brake pedal and catch up with an old friend, so was a good day out. The Corsair ran a bit lumpy on the way back home, but with it starting better I’m suspecting it could be running rich with a better igniting fuel due to the additive.
Using the knowledge from the Corsair Owners Club, I bought two oil filled dampers and two strut tops required for the front strut repairs. They are parts for a Volvo 240 but they have been documented to fit well with some minor modifications. I had been watching a pair of ‘old’ refurbished struts on eBay around this time and they sold for over £160 for the pair, so for similar money it made sense to buy new parts.
Due to rotten weather for the remainder of February, nothing more was done with the Corsair, though the rear brake cylinder will need some attention and the tune up will be high on the list of priorities, the front strut job can wait.
It was a good start to the year with the New Years Day run, another pleasure drive 10 days later and the MOT pass. With the weather taking a turn for the worse I took the opportunity to send off the distributor base plate to H&H Ignition for the screw threads to be repaired. They didn’t disappoint and returned the base plate with new screws a week later – so I fitted it at the weekend and ensured I didn’t over tighten the condenser or points in!
At the beginning of the year, I also started to use a fuel stabiliser due to the fuel in the UK now having 5% ethanol. The additive claims to prevent ethanol fuel from going stale and improve starting as well as engine running performance. After fitting the repaired base plate in the distributor I had to fire up the Corsair to test and it fired straight away – well by the third attempt it kept going without dying. This was good, and much improved from previous starting occasions especially as it was a cold and very damp day. So I was believing the fuel additive has improved the fuel igniting properties for an easier start, 6 pumps of the pedal were still required though. For the Lucas brand, I added 5 ml to 5 litres of fuel and should have 45 litres of treatment – bottle cost about £13 from Amazon.
I have another brand to use when the Lucas one is used up that claims to have similar claims/properties but it is a smaller bottle and treats 25 litres of fuel but in proportion a similar cost. For the coming months I hope to sort the nearside rear bake cylinder and get some more driving in before embarking on the front strut insert replacements task I need to do this year.
How time flies, and the annual MOT inspection was due at 5 Square Motors, Shaftesbury. Technically in the UK, cars over 40 years old do not require an annual vehicle safety check. But for about 45 minutes of an inspectors time with the car up on the ramps and myself being there to assist, it was worth being done for the peace of mind. On the day the car was booked in for the test, a storm was looming and I had chosen potentially the wettest afternoon to take the Corsair but at least the wipers and lights worked as they should. The Corsair passed with an advisory, as per last year, but this time I’ll need to change the front damper inserts within the front struts over the coming months. The rear nearside brake cylinder was also something to look at aswell judging by the results on the brake tester.
The Corsair was still a ‘pig’ to start, but a fresher battery meant I had plenty of cranks to get it going. The morning was cool, foggy and a bit damp but I had a good drive down to the Sturminster Newton New Years Day car run. I was reasonably early and directed to park in a good slot near the front of the starting pack. I was soon accosted by one of my neighbours who had come down to see the cars and we had a brief chat. Later, I also caught up with Chris and Bob from the Saturday meets at Sturminster as well. There was also a very nice Mk2 Cortina 1600GT (in Lotus colours) that was a Crayford conversion, and the owner knew of Hugh F-W and seemed pleased to know that the Corsair was still about. I decided to give the driving tour a go and registered to get my bumper tags. The car park in Station Road, Sturminster Newton was packed by 10.30am with all manner of classic cars, trucks and military vehicles. Watch the Youtube video further on down, the Corsair makes an appearance with a drive-by at 3.37.
At the beginning of October I attended, for an hour or so, the Sturminster Newton Saturday morning vehicle gathering, after which I took an errand run to Gillingham before heading home. Earlier that morning I had bled the brakes and they felt firmer and much improved to the very spongy feel I had the previous week on the New Forest Tour.
Towards the end of October the weather had deteriorated to rain and more rain, so I tried to start the Corsair up just to keep it turning over, but it was stubborn to the point that I flattened the battery. I tried a few more times after re-charging the battery but to no avail and the bad weather continued through November to December to be too wet to take the Corsair out. Later in December, I ordered a new battery (UK spec 038 – 45aH 330 CCA) and finally fitted it just before Christmas and it fired up the car almost straight away. Which leads me to this write up, as I rounded off the year with a spirited drive on Sunday 29th December. The Corsair took a few turns to get going but once on the road I had a fairly clear run all the way to Sherborne along the A30 and then, on the return trip, once clear of Milborne Port it was a swift drive with other modern traffic home.
To round off the year I have ordered two type s of fuel additives that I hope will aid starting the Corsair but also because the unleaded in Dorset now has 5% ethanol content (E5) and as the car sits unused for a few weeks at a time I felt the additive will help preserve the quality of the fuel and also for my lawn mower. I use the premium unleaded (Tesco Momentum or Esso Super) mainly for the higher octane and better performance, so time will tell if there is a noticeable improvement for me to let you know.
I really thought I wasn’t going to make this, my first Car Tour with the Facebook group, Enthusiasts of British Motor Vehicles Built Before 1985. I had it in my diary for several months and plenty of time to get the Corsair ready so was keen to take part.The calipers I sent away to BCS Automotive a couple of weeks earlier hadn’t turned up by Thursday (26th) but by the evening I had an email notification of their dispatch and due for arrival on Friday. So, thankfully the all day rain on Friday had stopped by 6.30pm in fading light for me to get on and fit the new calipers, and when I say new, they looked like new. All was going well until I had the problematic nut that wouldn’t undo on the nearside caliper which ended up in typical fashion, rounding off. Luckily I still had some spare parts from a few years ago, so I ended up having to re-fabricate a new section of pipe and fit new unions and flare the ends. I was a bit miffed about this as it was only 3 years ago that I re-did all the brake lines [see blog post].