Clocky

"Noddy" <me@home.com> wrote in message
news:48b67dc4$0$94254$c30e37c6@lon-reader.news.telstra.net...
>
> "Ron" <dodo@hotmail> wrote in message
> news:Xns9B088AB67E783GPS@64.209.0.90...
>
>> It is, only up here they are just stores like autobarn.
>
> I believe they're like that all over now, but years ago when I worked for
> them they had workshops.
>
>> In Brisbane there are engineering places that have the machinery to do
>> crankshaft grinds and rebores.
>
> There might be, but then they're not vehicle service outlets, huh?
>
>> In the case of the XJ6, the block was sent in to have a ridge taken out
>> where each cylinder liner went. Three were cracked, so later model liners
>> were fitted that have lips on the top.
>
> Nasty.
>
>> H'm, now you have me worried, Jaguar DOHC XK motors do NOT have tappets!
>> The cam shaft pushes down on a sleave that fits over the valve and
>> spring. It is adjusted by "shims" and it is a prick of a job!
>
> Yeah, "buckets" they're commonly called, and it is a prick of a job which
> is why most Jag dealers and repairers woulg get us to do it.
>
>> Nothing complicated about a VW Flat Four!
>
> Nothing complicated about your average Jag engine either. Reliable is
> another story though
>
>> This one?
>> http://memweb.newsguy.com/~mcgrice/xj6fs.jpg
>> http://memweb.newsguy.com/~mcgrice/xj6r.jpg
>
> Looks nice Ron.
>

Is it the JPEG artifacting or is that paint look a bit spraypack on bog?

Ron

John McKenzie <jmac_melbourne@bigpond.com> wrote in news:48B86A42.1460
@bigpond.com:

> Ron wrote:
>>
>> John McKenzie <jmac_melbourne@bigpond.com> wrote in
>> news:48B6370C.93F@bigpond.com:
>>
>> > Ron wrote:
>> >>
>> >> No contest
>> >> This is it.
>> >> Compare it to other vehicles made from 1949-53
>> >> http://memweb.newsguy.com/~mcgrice/jaguar.jpg
>> >
>> > I wouldn't say it's my favourite of all time, but that's a bloody
nice
>> > looking set of wheels that is. Bloody nice.
>> >
>> >
>>
>> Thanks John,
>>
>> I repainted it recently, in the car port, as usual.
>
> hangon a second - you're telling me that's _yours_??? **** me - that is
> nice. I thought you had the early 70s model xj or whatever?
>
>

No mate, wish it was

Ron

John McKenzie <jmac_melbourne@bigpond.com> wrote in news:48B86AF8.3481
@bigpond.com:

> Ron wrote:
>>
>> "Noddy" <me@home.com> wrote in
>> news:48b687aa$0$94266$c30e37c6@lon-reader.news.telstra.net:
>>
>> >
>> > "John McKenzie" <jmac_melbourne@bigpond.com> wrote in message
>> > news:48B63887.67C8@bigpond.com...
>> >
>> >> I've always been more partial to the 63-67 models myself.
>> >
>> > Me too, but that was within Ron's year model criteria.
>> >
>> >> I'd be a bit anachronistic though, as I'd love a split window 63,
but
>> >> I'd want
>> >> something more substantial than even the 65 model's discs and late
in
>> >> the model run's powerplants. If I managed to afford one, I'd have
to
>> >> do it carefully so it could be retro-restored to factory form if I
>> >> were to sell it. I haven't looked lately, but I imagine they are
>> >> worth more than the early 1990s when I had my heart set on one, but
>> >> forgot about life getting in the way.
>> >
>> > Didn't we all?
>> >
>> > I've always loved the 55'-57' Ford Thunderbird myself, and would
love
>> > to do a modern "retro" one.
>>
>> Me too
>> Beautiful lines.
>>
>> I took the Disco to a very popular auto transmission place to arrange
a
>> service for the auto. Out the front was a gold metalic Corvette
>> Stingray. Auto was buggered and it was in for a re-build. The guy
who
>> owned the place, that I was talking to, said, "Beautiful looking car,
>> isn't it?". "It's a pity it is so 'average' to drive, the ride is
>> terrible!"
>>
>> Never been in one, so I don't know!
>
> They were one of the earlier (but not the first afaik, though many
claim
> it) US cars with IRS. They had a conventional (similar to HQ) front,
but
> the rear was irs, and they had one leaf spring, going from side to
side,
> like the front of some early ford or something. It 'worked' I guess,
but
> imho irs in general is way over-rated, and the diff in general was a
> weak point on them esp with a big block up front. They weren't breaking
> left right and centre, but a dana 60 they aint.
Late 40's Ford V8's had a front end like that.
The 49/50 Ford Prefect had a rear end like that

jonz

Ron wrote:
> John McKenzie <jmac_melbourne@bigpond.com> wrote in news:48B86AF8.3481
> @bigpond.com:
>
>> Ron wrote:
>>> "Noddy" <me@home.com> wrote in
>>> news:48b687aa$0$94266$c30e37c6@lon-reader.news.telstra.net:
>>>
>>>> "John McKenzie" <jmac_melbourne@bigpond.com> wrote in message
>>>> news:48B63887.67C8@bigpond.com...
>>>>
>>>>> I've always been more partial to the 63-67 models myself.
>>>> Me too, but that was within Ron's year model criteria.
>>>>
>>>>> I'd be a bit anachronistic though, as I'd love a split window 63,
> but
>>>>> I'd want
>>>>> something more substantial than even the 65 model's discs and late
> in
>>>>> the model run's powerplants. If I managed to afford one, I'd have
> to
>>>>> do it carefully so it could be retro-restored to factory form if I
>>>>> were to sell it. I haven't looked lately, but I imagine they are
>>>>> worth more than the early 1990s when I had my heart set on one, but
>>>>> forgot about life getting in the way.
>>>> Didn't we all?
>>>>
>>>> I've always loved the 55'-57' Ford Thunderbird myself, and would
> love
>>>> to do a modern "retro" one.
>>> Me too
>>> Beautiful lines.
>>>
>>> I took the Disco to a very popular auto transmission place to arrange
> a
>>> service for the auto. Out the front was a gold metalic Corvette
>>> Stingray. Auto was buggered and it was in for a re-build. The guy
> who
>>> owned the place, that I was talking to, said, "Beautiful looking car,
>>> isn't it?". "It's a pity it is so 'average' to drive, the ride is
>>> terrible!"
>>>
>>> Never been in one, so I don't know!
>> They were one of the earlier (but not the first afaik, though many
> claim
>> it) US cars with IRS. They had a conventional (similar to HQ) front,
> but
>> the rear was irs, and they had one leaf spring, going from side to
> side,
>> like the front of some early ford or something. It 'worked' I guess,
> but
>> imho irs in general is way over-rated, and the diff in general was a
>> weak point on them esp with a big block up front. They weren't breaking
>> left right and centre, but a dana 60 they aint.
> Late 40's Ford V8's had a front end like that.
> The 49/50 Ford Prefect had a rear end like that

iirc both models had both ends like that.....

John McKenzie

Ron wrote:
>


I forgot to send this a few days ago, I'll take up around half way
through the post.


>
> Okay, the motor ran really well, unless it was a hot day.
> Then the thing would overheat and NOTHING could stop it doing so.

Which, to me, is indicative of a major problem. I'd hazard a guess that
there was major core shift in the engine block when it was cast, and
that a combined with questionable cylinder walls - one side of all the
bores was very thin or all the way round maybe. I'm trying to remember
if they are full wet liner or not, it's been so long since I've seen
one.


>
> Under normal circumstances, it did not blow bubbles in the radiator, nor
> have water in the oil.

That's the case often enough. It's not a definite that those two wouls
cause it. It sometimes happens on holden sixes, but you needed to be at
0.060 (or 0.080 on the 186 blocks) before it generally happened if at
all.

But! Once it got really hot on a hot day, it
> poured out steam.

Which probably suggests my initial suspicion, and that, like it or not,
is a quality control, manufacturing and design issue. Given just how
heavy those engines are (and this is not a criticism of you of course
Ron, but the engine/manufacturer) it's bloody criminal that bores could
be thin. It's like they cast the blocks then filled water jackets with
lead shot!!

Cylinder compression was reasonable for it's age and it
> appeared it may have been around the clock three times, and had some form
> of "Fix" inbetween. Some one had fitted "grub Screws" to stop the
> "dropped valve stem" problem in the 4.2's.

That's not good, but the wrong 'solution' being used doesn't totally get
away from the fact that the problem exists in the first place - if you
get my meaning. If the vavle guides etc weren't a drama, nobody would
have even had to try a dodgy fix.

>
> It was only after I lifted the head, then saw the block and sinking
> liner, that I knew what was wrong. That is when I had a total rebuild
> done.

Is it my imagination or was it 6 new sleeves with this one?

>
>
> >> A few "Noddys" had ****ed it completely,
> >
> >
> > Respectfully, I'm sure I recall you mentioning that you drove it after
> > it overheated, making it all the way home (or somewhere else). I
> > honestly don't think that any other causes could legitimately rate a
> > mention compared to that.
>
> It had been badly looked after and who ever did the repairs, as I
> mentioned above, less said the better.

fair enough.



>
> > the engine had to be totally
> >> rebuilt, plastic stuck in the suspensions, I had to rebuild that.
> >
> > So you are suggesting that the neglect spread to every single item
> > there, and none of it could be fairly put down to the
> > manufacturing/quality control in the first place?
>
> John, It was plain worn! The ball joints, suspension rubbers, lack of
> greese in any joint that required greese, was amasing. I bought it as it
> had little rust and was cheap.
>
> I don't think I would ever do that again.
> You are better off to pay for a car that some other fool has spent a
> fortune on, then sold

The problem there is that if they had spent a fortune on it and then
sold it, usually it's because they realise that they'll have to spend
another fortune on it to keep it running.


>
> >> It cost a small fortune and took a long time,
> >
> > Which is rather the point.
> >
> >
> > however, that XJ6 Jaguar is
> >> now a better car than it was new.
> >
> > One might argue that that is not exactly high praise
> Okay, it runs, it is reliable, it does not give problems, it is on dual
> fuel and I rarely use it

Fair enough. Which means in essence, it's not suited to a regular mode
of transport. Like it or not, but the holdens valiants and fords of the
same era definitely were. I'm not saying they were perfect, and I've
certainly written enough on the older vals to show what's wrong with
them. I'm _still_ using a charger as a daily driver. I was asked why
(and to be fair the body needs some work, it's been hit a couple of
times, but nothing make or break) I didn't go with a newer ford, and
after doing the sums I'm actually still on top. I put 50,000km per year
on it, sometimes close to double. The biggest issue has been the autos
won't last, and I've documented the why's and wherefores of that issue.
I'm about to fit the final bw35 it'll ever get (he says shaking a fist
at the sky and reminding the christian god that jesus was nailed to a
tree, and my god Thor carries a hammer, any questions ??)


> I will probably sell it as the white one is the prefered cruiser.
> Yeah I know, I've spent 15 grand on it and it is worth three parts of FA.
> The market at this stage is not good for selling cars and this one is
> quite rare, being a short wheel base. So it will sit in the garage for
> some time yet.

I can't speak toward that, I can tell you I can't drive the charger
anywhere (and a showcar it ain't) without people offering me about
double what I paid for it. Yes I've put some cash into it over the
years, adn it was badly vandalised when it got stolen, but all things
considered, the offers are lucrative enough. My std reply at this time
is 'not in this lifetime' . I'm just hoping some crim doesn't ask and
then say 'no worries brudda' and shoot me!

>
> Yes, the guys I take them to, if I have to, "Know what they are doing".
> That is the difference. They are aware of the Jaguar problems and how to
> repair it. A common mechanic who only fixes Commodores, would not be in
> the same leaque.

With all due respect Ron, they are either competant mechanics or they
aren't. I haven't worked on every engine under the sun, but I would have
no trouble working on anything, it might take a few minutes per job
longer than someone who does them day in day out, but it's not black
magic or witchcraft.

>
> Okay, lets change the word "Qualified" to "Experienced".

It's still not going to make the difference. There could be those who
have gotten quite cosy with teh marque, and know what owners will pay,
and aren't necessarily competent. That is the case (in spades) with a
particular mopar vendor, who has all the right things to say, and gets a
lot of customers based on his 'specialist knowledge' I wouldn't trust
him to find his own arse with a torch a map, a mirror and a nepalese
guide. But he charges like a wounded bull and makes a good living,
unfortunately for the mopar owners out there.


>
> > and will
> >> probably try to sell you a "HiClone". I do not trust any of them.
> >
> > I dunno what to say. I recall the issues you had with the lpg. Then in
> > another post (this is going back years) when someone asked a question
> > in here about which lpg system to go for, you replied 'whichever is
> > the cheapest'. In which case, it lends itself to the idea that you did
> > that yourself on a conversion on your car. Which would have
> > ultimaktely meant cheaper lpg gear was used, and then point the
> > finger/blame apon the mechanic who sees it down the track
>
> No, not at all. I have had a ZG Fairlane, EBII Falcon and XJ6 Jaguar on
> LPG.
> All of them were fitted by LPG Dealer/Repairers. The Fairlane had a
> issues for years until a guy in Townsville changed just about everything,
> to make it fuel efficient. The original installer in Adelaide fitted a
> Tatarini, or some thing like that.

The italians could show the jaguar engineers a thing or two about
dodginess!


The Falcon was done by Metro Ford in
> Brisbane. After a lot of problems, the "new" workshop manager said,
> "Sorry, it has had a EF LPG system fitted, bring it in on ##### date and
> we will fit the proper EB one". He did and it worked like a charm, up to
> the day we sold it and bought the AU111. The Jaguar was done by a guy
> who did a great job, however after 5 years, the system failed. The
> original installer has retired and I took it to a peanut in Strathpine,
> closer to where I lived. He never did get it right, and I took it back
> four times. On the fourth, he admitted that he had never had anything to
> do with Jaguars and just could not tune it.

That shouldn't have made the slightest difference. I would bet money
that he just didn't know what he was doing, and wanted to offload it by
saying 'needs a jag expert'. whatever it took to get rid of you.


> I guess half his problem was he did not know which pot on a XK motor is
> number one. As you would know, it is the rear, not the front!

Shouldn't have made a big difference really (if it was actually running,
the leads would have been in the right places, and timing it wouldn't
have been harder that I can think of)


>
> > On the topic of hiclones (or whatever it was) I genuinely suspect that
> > if they recommended that to you, they aren't actually qualified
> > mechanics, period.
> >
>
> He said he was, and seeing that he was 60 odd, I thought he should know?

No chance in hell any mechanic would go for that. I dare say he was a
fraud, plain and simple. That mopar vendor I mentioned, he claims to
have worked for chrysler aust, but the truth is he did an apprenticeship
as....... a panel beater. Prick doesn't even drive a val, though he
claims to be the caretaker of the nations vals, and true blue etc.




--
John McKenzie

tosspam@aol.com abuse@yahoo.com abuse@hotmail.com abuse@earthlink.com
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Ron

John McKenzie <jmac_melbourne@bigpond.com> wrote in
news:48BCF94A.6DD8@bigpond.com:

> Ron wrote:
>>
>
>
> I forgot to send this a few days ago, I'll take up around half way
> through the post.
>
>
>>
>> Okay, the motor ran really well, unless it was a hot day.
>> Then the thing would overheat and NOTHING could stop it doing so.
>
> Which, to me, is indicative of a major problem. I'd hazard a guess
> that there was major core shift in the engine block when it was cast,
> and that a combined with questionable cylinder walls - one side of all
> the bores was very thin or all the way round maybe. I'm trying to
> remember if they are full wet liner or not, it's been so long since
> I've seen one.
>

Full wet liner.
Biggest problem was the early 4.2's had nothing to stop the liner
slipping down.

>
>>
>> Under normal circumstances, it did not blow bubbles in the radiator,
>> nor have water in the oil.
>
> That's the case often enough. It's not a definite that those two wouls
> cause it. It sometimes happens on holden sixes, but you needed to be
> at 0.060 (or 0.080 on the 186 blocks) before it generally happened if
> at all.
>
> But! Once it got really hot on a hot day, it
>> poured out steam.
>
> Which probably suggests my initial suspicion, and that, like it or
> not, is a quality control, manufacturing and design issue. Given just
> how heavy those engines are (and this is not a criticism of you of
> course Ron, but the engine/manufacturer) it's bloody criminal that
> bores could be thin. It's like they cast the blocks then filled water
> jackets with lead shot!!

John, the bores were not thin, there is a few MM between the bores and
thery are "Wet Liners". Given this engine block was built in 1949, the
original capaicity was 3.4 litre and Jaguar bored it to 4.2, that leaves
little cap between cylinders.

>
> Cylinder compression was reasonable for it's age and it
>> appeared it may have been around the clock three times, and had some
>> form of "Fix" inbetween. Some one had fitted "grub Screws" to stop
>> the "dropped valve stem" problem in the 4.2's.
>
> That's not good, but the wrong 'solution' being used doesn't totally
> get away from the fact that the problem exists in the first place - if
> you get my meaning. If the vavle guides etc weren't a drama, nobody
> would have even had to try a dodgy fix.
>
>>
>> It was only after I lifted the head, then saw the block and sinking
>> liner, that I knew what was wrong. That is when I had a total rebuild
>> done.
>
> Is it my imagination or was it 6 new sleeves with this one?

All were replaced, the exhaust ones are the problem, heat!

>>
>>
>> >> A few "Noddys" had ****ed it completely,
>> >
>> >
>> > Respectfully, I'm sure I recall you mentioning that you drove it
>> > after it overheated, making it all the way home (or somewhere
>> > else). I honestly don't think that any other causes could
>> > legitimately rate a mention compared to that.
>>
>> It had been badly looked after and who ever did the repairs, as I
>> mentioned above, less said the better.
>
> fair enough.
>
>
>
>>
>> > the engine had to be totally
>> >> rebuilt, plastic stuck in the suspensions, I had to rebuild that.
>> >
>> > So you are suggesting that the neglect spread to every single item
>> > there, and none of it could be fairly put down to the
>> > manufacturing/quality control in the first place?
>>
>> John, It was plain worn! The ball joints, suspension rubbers, lack of
>> greese in any joint that required greese, was amasing. I bought it
>> as it had little rust and was cheap.
>>
>> I don't think I would ever do that again.
>> You are better off to pay for a car that some other fool has spent a
>> fortune on, then sold
>
> The problem there is that if they had spent a fortune on it and then
> sold it, usually it's because they realise that they'll have to spend
> another fortune on it to keep it running.
>
>
>>
>> >> It cost a small fortune and took a long time,
>> >
>> > Which is rather the point.
>> >
>> >
>> > however, that XJ6 Jaguar is
>> >> now a better car than it was new.
>> >
>> > One might argue that that is not exactly high praise
>> Okay, it runs, it is reliable, it does not give problems, it is on
>> dual fuel and I rarely use it
>
> Fair enough. Which means in essence, it's not suited to a regular mode
> of transport. Like it or not, but the holdens valiants and fords of
> the same era definitely were. I'm not saying they were perfect, and
> I've certainly written enough on the older vals to show what's wrong
> with them. I'm _still_ using a charger as a daily driver. I was asked
> why (and to be fair the body needs some work, it's been hit a couple
> of times, but nothing make or break) I didn't go with a newer ford,
> and after doing the sums I'm actually still on top. I put 50,000km per
> year on it, sometimes close to double. The biggest issue has been the
> autos won't last, and I've documented the why's and wherefores of that
> issue. I'm about to fit the final bw35 it'll ever get (he says shaking
> a fist at the sky and reminding the christian god that jesus was
> nailed to a tree, and my god Thor carries a hammer, any questions ??)
>
>
>> I will probably sell it as the white one is the prefered cruiser.
>> Yeah I know, I've spent 15 grand on it and it is worth three parts of
>> FA. The market at this stage is not good for selling cars and this
>> one is quite rare, being a short wheel base. So it will sit in the
>> garage for some time yet.
>
> I can't speak toward that, I can tell you I can't drive the charger
> anywhere (and a showcar it ain't) without people offering me about
> double what I paid for it. Yes I've put some cash into it over the
> years, adn it was badly vandalised when it got stolen, but all things
> considered, the offers are lucrative enough. My std reply at this time
> is 'not in this lifetime' . I'm just hoping some crim doesn't ask and
> then say 'no worries brudda' and shoot me!
>
>>
>> Yes, the guys I take them to, if I have to, "Know what they are
>> doing". That is the difference. They are aware of the Jaguar problems
>> and how to repair it. A common mechanic who only fixes Commodores,
>> would not be in the same leaque.
>
> With all due respect Ron, they are either competant mechanics or they
> aren't. I haven't worked on every engine under the sun, but I would
> have no trouble working on anything, it might take a few minutes per
> job longer than someone who does them day in day out, but it's not
> black magic or witchcraft.
>
>>
>> Okay, lets change the word "Qualified" to "Experienced".
>
> It's still not going to make the difference. There could be those who
> have gotten quite cosy with teh marque, and know what owners will pay,
> and aren't necessarily competent. That is the case (in spades) with a
> particular mopar vendor, who has all the right things to say, and gets
> a lot of customers based on his 'specialist knowledge' I wouldn't
> trust him to find his own arse with a torch a map, a mirror and a
> nepalese guide. But he charges like a wounded bull and makes a good
> living, unfortunately for the mopar owners out there.
>
>
>>
>> > and will
>> >> probably try to sell you a "HiClone". I do not trust any of them.
>> >
>> > I dunno what to say. I recall the issues you had with the lpg. Then
>> > in another post (this is going back years) when someone asked a
>> > question in here about which lpg system to go for, you replied
>> > 'whichever is the cheapest'. In which case, it lends itself to the
>> > idea that you did that yourself on a conversion on your car. Which
>> > would have ultimaktely meant cheaper lpg gear was used, and then
>> > point the finger/blame apon the mechanic who sees it down the track
>>
>> No, not at all. I have had a ZG Fairlane, EBII Falcon and XJ6 Jaguar
>> on LPG.
>> All of them were fitted by LPG Dealer/Repairers. The Fairlane had a
>> issues for years until a guy in Townsville changed just about
>> everything, to make it fuel efficient. The original installer in
>> Adelaide fitted a Tatarini, or some thing like that.
>
> The italians could show the jaguar engineers a thing or two about
> dodginess!
>
>
> The Falcon was done by Metro Ford in
>> Brisbane. After a lot of problems, the "new" workshop manager said,
>> "Sorry, it has had a EF LPG system fitted, bring it in on ##### date
>> and we will fit the proper EB one". He did and it worked like a
>> charm, up to the day we sold it and bought the AU111. The Jaguar was
>> done by a guy who did a great job, however after 5 years, the system
>> failed. The original installer has retired and I took it to a peanut
>> in Strathpine, closer to where I lived. He never did get it right,
>> and I took it back four times. On the fourth, he admitted that he
>> had never had anything to do with Jaguars and just could not tune it.
>
> That shouldn't have made the slightest difference. I would bet money
> that he just didn't know what he was doing, and wanted to offload it
> by saying 'needs a jag expert'. whatever it took to get rid of you.
>
>
>> I guess half his problem was he did not know which pot on a XK motor
>> is number one. As you would know, it is the rear, not the front!
>
> Shouldn't have made a big difference really (if it was actually
> running, the leads would have been in the right places, and timing it
> wouldn't have been harder that I can think of)

He told me one cylinder had no compression, on his "machine".
Therefore he could not tune it.

All cylinders had the same compression, when I did a compression test.
The motor had done 30,000km!!

There was a vacuum pipe under the inlet manifold that had "come loose".
That must have been the "problem" that upset his machine.


>> > On the topic of hiclones (or whatever it was) I genuinely suspect
>> > that if they recommended that to you, they aren't actually
>> > qualified mechanics, period.
>> >
>>
>> He said he was, and seeing that he was 60 odd, I thought he should
>> know?
>
> No chance in hell any mechanic would go for that. I dare say he was a
> fraud, plain and simple. That mopar vendor I mentioned, he claims to
> have worked for chrysler aust, but the truth is he did an
> apprenticeship as....... a panel beater. Prick doesn't even drive a
> val, though he claims to be the caretaker of the nations vals, and
> true blue etc.

John,

I don't know if he was, or just full of shit.
I appreciate what you say and by the way you say it, you really do know
what you are talking about :-) It is good to have you onside, and you
certainly helped me the day the Harmonic Balancer on the Jaguar,
collapsed. I had never had that happen before, or seen it on another
car!

Contary to what some may think, I'm not a complete idiot

My Father was a qualified Mechanic. On our farm, he repaired everything
and the neighbours problems to boot. From around the age of eight, I
helped him. Over the years, I've repaired a lot of my cars, but being in
the Army, resources and tools were a problem until I got married in 1977.
After that I did have tools and an area to fix my cars

Technology was never a good point with me as I was never able to follow
changes or keep up with them, whilst moving all the time. I spent three
and a half years (over a period or time) outside this country and 27.5,
in it 30% of that time was in another area, or in the bush!

It has an effect, and takes a while to "follow up" on all things
mechanical.

I do not (of course) have a lot of experience in most automobiles.
Only those I have owned:
54 Morris Minor, 56 FE Holden, 62 Zodiac, 64 EH Holden, 62 Pontiac
Laurentian, 56 Humber, 58 MKI Jaguar, 60 MKII Jaguar, 68 Fairlane, 71
Peugoet 504, 75 Peugoet 504 Wagon, 66 Mercedes 150S, 72 Citroen D Super,
(Plus Fiat 500), 75 Anniversary Fairlane (Plus Ford Escort Ralley Pak),
89 Fairmont (plus 77 Golf GLD), EBII Falcon (Plus TM Magna), AUIII
Falcon, still have along with a 70 Jaguar 420G, 74 XJ6, 74 Daimler Limo
and 97 Discovery V8.

Note, other than the Mitsee POS, no JAP/Asian. I don't like them or what
they represent. I guess it is a "failing of PTSD".

Sorry about all the waffle, a few of us at this age, are "odd" .

Cheers,
Ron