A good start to
the year with a couple of kind offers to race friends cars in
2014, possibly in a race at Castle Combe in a Caterham, plus a
Civic Type R at a different circuit. The aim for the year is
going to be getting the 911 in a good cosmetic and mechanical
state and have fun on a few trackdays in both the 911 and Boxster.
I am not going to renew my instructor license as I have little
time to offer a race school even if they needed any more
instructors (which they don't appear to). I will however carry
on offering casual instruction and car evaluation drives to
friends and acquaintances.
Just after the new
year I looked at the front brakes on the 911. I have felt them
dragging, plus they did fade on track after one session, so at
the very least I wanted to flush the brake fluid. Sadly both
seals are looking in poor shape, much as the rears were, so I
will order a pair of front calipers shortly.
Autosport show next
with the CSCC at the NEC.
I signed up for a
Classic Car Restoration course at Bristol College, taking place
over 10 weeks, on one evening a week. I know little of rust and
dent repair, welding and spraying so thought this could prove
useful at some stage. We each started with a fresh body panel
(in my case a VW Golf front wing) and took it through each stage
of dent repair, filler, fibreglass, welding, prep, primer, top
coat and finish. A good course and one that taught me to leave
many of these processes to the experts, or at least don't
practice on your pride and joy!
New front calipers
now fitted to the 911, and fresh 5.1 fluid. The difference was
felt immediately with no brakes dragging.
shiny new caliper next to a rusty one.
The day after
fettling the brakes I drove the car up to Racing Restorations in
Pershore, where it will stay for the next three weeks whilst it
has new genuine Porsche front wings/headlight bowls and the
rusty inner wings will be repaired. I'm missing the car already!
On the drive up to Worcester the speedo broke again, with the needle now stuck at
70mph, I will remove and investigate when I get the car back.
At this stage we
hope to have the body repairs taken care of within three weeks,
depending on the level of work to be completed.
Porsche 911s of this
age and older have no wheel arch liners, leaving them vulnerable
to a build up of mud and road salt. A quick search found that a
company called Specialist Vehicle Preparations had previously
made a batch up, so I have added my name to a list of interested
people on the Impact Bumpers forum.
Race Retro show at
Stoneleigh, the stand I helped design and prepare for the CSCC.
Had a good
conversation with Racing Restorations now that they have had
more chance to appraise my car and we agreed to change the
planned work. My budget was better spent on all the structural
work the 911 required, leaving the cosmetics to come at a later
stage. Therefore it was agreed to repair both inner front wings,
the nearside kidney bowl (the large piece of metal in front of
the rear wheels) and sill, sunroof drains, corner A post plus a
hole that had appeared behind the oil tank within the engine
bay. The old front wings whilst rusty would be repaired and made
good to last for the time being.
A few weeks have
passed and I went to check on progress of my car, missing it
Removal of the outer
wings show the full extent of the rust.
Rusty bits under the
bonnet, next to the new fuel tank.
The hole behind the
oil tank, quite an unusual place.
I'm glad the car is
being taken care of now and shocked that it had been driven in
such a state previously.
A friend of mine has
recently treated himself to a very nice Ferrari F430 F1 and was
happy to take Beth and I for a drive on a sunny winters morning,
the day after he bought it. What a superb car! It made the
Boxster seem rather ordinary (and quiet).
Whilst waiting for
my car to be finished I have started an arch liner group buy on
the impact bumpers forum to make up sets for members using
templates that SVP have kindly provided, see below. The
individual pieces are actually quite large, with the rear liners
being almost 2 metres long; a good job the Boxster has a decent
As SVP are based in
Worcester it gave me a chance to check progress on the car once
again. Welding had commenced and is nearly finished on the front
inner wings. Note the nice shiny calipers!
To the far right,
lower corner of the image below you can see a small hole, there
is also a few in the same place in the image above too, although
obscured by the oil cooler pipes. These holes have occurred as
water penetrated the rusty holes around the front shocks and ran
back down and collected at the leading edges of the sills. These
are next on the list of places to be cut out, patched and
welded. Also shown in the image below is the new part that
supports the impact bumper tubes (now painted red with the two
studs pointing out, below the welding earth). You can see how
this naturally forms a nice ledge for mud to collect on and then
rot through! Rob has a neat and proven way of covering this to
prevent it happening again. The combination of modern
anti-corrosion treatments, original effect undercoat and the
arch liners will keep my 911 rust free for more decades to come.
Below you can see
part of the rotten sill after we have removed a couple of lumps
of filler. We knew this had been bodged prior to me buying the
car, but it was still a shock to see how bad the rust had
become. Unlike modern cars, 911s of this era have no wheel arch
liners, as result the mud and salt find plenty of nooks and
crannies to build up, retain moisture and eating through the
galvanised chassis in time. The only option when they get bad
like this is to cut out the rot, have new metal welded in and
then keep on top of the mud build up, using Dinitrol or Waxoyl
The next photo shows
a skilled repair in a unusual location, to the right of the
engine bay is the oil tank and filter. In the rear wheel arch in
this location are the oil pipes and oil thermostat; a perfect
platform for thick mud to build up if not cleaned our
One of the front wings had
a big hole in the headlight bowl (a common issue as mud builds
up around them and rusts through). So I brought the pair home
I thought I would
put my college course to good use and brought it in during the
course so as to repair the hole, possibly welding a patch or
even cutting out the old headlight bowl. Having looked at the
wing with my lecturer it was decided the best thing was to do
the job properly and cut the bowl out and spot welding in a new
one (a bowl would be about £50). So, the picture below shows the
point where I had carefully air sawed the old bowl out. Next I
ground out the spot welds.....this was when the disaster occured!
It quickly became
apparent that much of the wing was in fact thick filler as a
chunk fell out. Nothing for it but to chase back the filler to
find good metal.
An hour later and I
was still removing filler, I had to face facts that the wing was
scrap, just not worth repairing. Very annoying as a new wing was
not within the current budget. Searching for a used wing found a
silver wing from an SC (identical) on ebay, being sold by SVP.
So, yet another trip to the midlands to collect the wing and
transport it to Pershore for Rob at Racing Restorations to work
his magic and prepare it to fit my car. Two months have now
passed which is frustrating but at least progress is happening.
Here is my car in the company of other Impact Bumper 911s in
varying states of restoration. The shell in the back corner is
rumoured to be the first ever European IB model by chassis
number, and so worth restoring despite the poor state of repair.
A quick check on
progress on my car showed that the inner front wings were
finished, with the rotten kidney bowl and sill cut out waiting
for fresh metal (some photos above taken out of date sequence).
A couple of recent
trackdays have been superb. The first at Castle Combe, organised
by Motorsport Events saw me drive a friends new Caterham Sigmax
car as he prepares for his first season of racing. A good little
car, well set up by McMillan Motorsport. It reminded me of my
old Caterham, only with more torque but less available revs. I
was pleased to have a tussle with a 997GT3, as well as give
some pointers to the owner of the Caterham.
The second trackday
involved driving my good friends Elise SC and Caterham CSR260
(above), which included taking some of their friends out for hot
laps. I am lucky to have such great friends who have confidence
in my driving.
A last minute set
back where some corrosion was found on the outer sill drivers
side has put the collection date back to early/mid April 2014,
disappointing but no doubts that the car is in the right place
being worked on by the right people. In the meantime Beth and I
have been contacting various companies to make up the sets of
arch liners in black polyurethane. We settled on one in
Gloucestershire, as the gentleman seemed understanding, with a
long standing reputation and happy to show us previous clients
work. The arch liners are to be made using a waterjet cutting
machine after the templates have been scanned and programmed
into the CNC software. The water jet runs at around 65,000 psi
and is accurate to at least 1/10th of a mm!
The group buy
involved selling almost 40 sets of liners in two batches, some
heading abroad; take a look at the box mountain below! Thanks to
my wife and in-laws we got them away to happy owners, with a set
left for me to fit to my own car whenever it was finished. The
three week estimate at Racing Restorations has stretched to two
months so far and I miss my car!
A couple of Saturday
visits revealed why my car was taking so long. Partly it was the
delay caused by my front wings requiring more work due to my
discovery that the passenger side was unuseable (!) and partly
by a discovery on the drivers side sill. The drivers side kidney
bowl (the area in front of the rear wheel) had been replaced in
the past, however the sill appears to have been bodged. What you
can see in the image below is a crude bracket to hold the oil
pipe that has been fabricated and riveted onto the sill over the
top of a hole! This was only spotted once the outer sill cover
was removed and the area cleaned.
worse than first thought so the sill was opened up and replaced
with fresh metal.
The front wing that
had been bought from SVP was repaired and fitted.
A final date has
been set, mid week, so I booked a train from Bath, left work
early and got to Worcestershire for 6ish. Expecting the car to
be finished I was a little surprised to see this -
Not 'quite' as ready
to drive away as I'd hoped. Luckily I enjoying working on my own
car so didn't mind too much. A long evening of work with three
of us working on the car saw me driving it away around midnight
on fabulously quiet roads. Of course it drove in exactly the
same manner in which I had left it, which is to be expected all
all those thousands of pounds were spent on bodywork, most of
which can't be seen!
For the money I paid
I can't fault the work that Rob and his team carried out. Given
a larger budget I would love to have gone ahead with new outer
front wings a then a full respray, ah well, maybe in the future,
for now I just want to get out and use it.
Great to have the
car port filled with two cars again. Oops, I must get the number
plate attached straight and level.....
An exciting week
began with an invite from Adrian to give him a few pointers
around the Silverstone GP circuit in his F430, on a Ferrari
Owners Club trackday. I was happy to oblige and very much
enjoyed both my passenger laps and his excitement when he let me
take the wheel. The sound is just superb when set to race on the
steering wheel 'manettino'. All those years driving MMT paddle
shift Toyota Auris helped make the F1 'box feel natural! It felt
balanced with some understeer through Brooklands and Luffield,
but responded well to trail braking. Power oversteer through
Village corner (relatively low speed), but conscious that my
generous friend was sat in the passenger seat, worried about his
new baby! A BRILLIANT DAY.
Some warm early
summer weather saw me drive the 911 to work most days, taking
the long route home. The drive is only spoilt by the vague
gear-change and crunching first gear. More money.......
To finish the week
my friend Simon had mentioned he has the use of a rather special
car for the week, an AMG SLS Final Edition. He invited me to
take a look at the weekend, so met him at a small airstrip. He
had flown back from France that afternoon and asked if I wanted
a quick flight, erm.... yes please!
It looks a bit complicated!
I even got to take the controls for a time and flew over
For on of the first
times ever I felt ill whilst travelling. The demonstration of
some steep banks and turns meant my stomach didn't enjoy this
part of the ride even if the rest of me did. I wasn't sick
thankfully, just a bit embarassed.
An example of just
how big a modern Supercar is compared to a 30 year old sportscar,
my car is dwarfed.
To finish the special week Simon gave me the keys to take the
SLS for a drive. Even on dry roads this was going to be a bit
intimidating as the car is hugely powerful and errrr huge! The
bonnet stretches out in both length and width making placement
tricky on narrower B roads with on-coming traffic. The
noise the 6.3 makes is incredible; loud and deep. The torque
this thing has is stronger than any other car I have driven to
this point. An astonishing car and almost too much for the road,
would love to try it on the track sometime.
My Dad and his wife
Sue came to stay for a few days, an opportunity to take both
cars out in convoy. Beth and I drove the 911 with Dad and Sue
giving chase in the Boxster.
drive highlighted how much the poor gear-change was taking some
of the enjoyment out of driving the 911. Ultimately I knew that
a full gearbox rebuild was needed, but I thought I would have
another attempt at improving the change, in addition to the
bushes I fitted at the end of 2013.
A new horseshoe spring and cable were fitted; a bit fiddly to do
by myself and working on a rough floor outside, but done after a
few hours. The old cable had worn through the inner liner,
making the cable slightly rough.
A small improvement
in shifting, with a smoother clutch action and snap back from
the pedal. The very next drive was short lived with the clutch
going to the floor with a 'twang'. It looks like the new spring
had put this bracket under too much strain. Thankfully Porsche
had the sense to make this part easily replaceable and not part
of the gearbox casting!
weather see Beth and I taking both cars to our local Wiltshire
South Lotus Seven Club (Caterham) meet
I've been aware
since the first trackday in the 911 that the front wing mounted oil-cooler
had a small dribble from one of the short flexi hose unions. It
hadn't got any worse, but it was time to get it changed; the
potential for oil
spraying onto the front wheel or the circuit is never a good idea, especially
as I had booked another trackday at Keevil the following week!
After 30 years it is understandable that anything in the firing
line of the tyres is going to be a bit reluctant to budge. With
the oil cooler itself being alloy and expensive this was not a
time for brute force, nor could you use heat and flame for
hours of soaking in a rust penetrant had no effect, so an hour
of VERY careful cutting with the Dremel, and the nut holding the
hose to the cooler was off in four pieces. The new flexi was
very reasonably priced at around £10, no more oil leak.
A much anticipated
trackday at Keevil, through Motorsport Events. A group of us get
together which makes the days social and even more enjoyable. No
official photographer which was a shame, however I got chatting
to someone with a professional looking camera and they agreed to
take some photos of my (dirty) car which I hope you agree are
superb, thank you to
Hulcoop Allen Photography, all the photos of my car can
found on their Flickr page.
The trackday itself
was great fun, where I enjoyed a few friendly tussles with a
Skyline GTS, among other cars. The ability of the 3.2 Carrera to
put its power down early out of the corners made the difference,
plus of course led to a bit of fun with oversteer, despite no
limited slip diff. Hope you enjoy the video, click on the image:
An unfortunate side
effect of the trackday was reminding me how much I missed
racing. Actually I spend my working life in motorsport, so to
clarify I miss taking part myself. I wrestled for some weeks
with the knowledge that if I sold the 911 I would never
realistically be able to buy an air cooled again, such is their
continued rapid rise in value. I was driving the car to work
which is fine in late spring, but with minimal ventilation
things would get a bit toasty in the car, plus in the winter
would I really want to see fresh bodywork get attacked by salt?
If I had the luxury of keeping the car tucked away as a fourth
car it would make sense to keep it, but I don't have that kind
of money or storage. I had completed all the jobs I could take
care of myself, leaving the big stuff to do: more rust, new
wings, full respray and a gearbox re-build. Totalling up what
this lot would cost plus the sacrifices I would need to make in
life whilst saving my head said that it was a good time to sell
now. My heart wasn't so sure, but looking through the
classifieds at possible cars to race was fatal! Time to
advertise the 911 and move on, happy that I had enjoyed
ownership and get back to racing!
Just time to attend
a few early summer events.
A Sunday morning
meet for breakfast with local 911 owners (and an Italian
www.impactbumpers.com, a great community forum for Porsche
from this era.
A pleasant morning
and great food as always at the
After work my good
friend Philip and I attended a local Wiltshire automobile and
fete, taking in all the different cars and chatting about
possible replacements. Philip is a keen Lotus man and having
driven his Elise SC I could agree with him that it was perhaps
the closest car on the market to being a slightly more
comfortable and practical version of a Caterham. Maybe I could
drive one to work whilst staying warm and dry, as well as race?
If I was going
to get back into racing it really made sense to choose a car
that suited the local Castle Combe championships; I spend enough
time working at all the race circuits around the country and I'm
not allowed to race with the CSCC of course (conflict of
interest plus I should be working not having fun at our race
meetings). If I raced at Castle Combe I wouldn't need to worry
so much about a tow car or trailer either, so the Boxster could
stay, just drive there, change tyres, race, drive home.
Beth and I went
along to Castle Combe, watched the racing, decided I just had to
get out and race again, so sadly typed out a for sale advert
Surprisingly it took
a while for the first serious enquiries to come in, eventually I
had a queue and it was sold to a lady, to be restored with
re-spray and gearbox re-build. I came out of the experience with
a good profit, it's not often that happens!
With a busy week
ahead working at Spa Francorchamps I just had enough time to
track down a possible replacement and future race car. I
considered another Caterham but to be competitive within the
Sports and GT Championship you really need 200bhp+ and my budget
wouldn't stretch to that. Lightweight race cars make sense and
whilst the appeal of a more recent 911 was high I'm not sure my
monthly budget would cover the high cost of consumables, tyres
and brakes particularly. Whilst buying an existing race car
makes the best financial sense we (Philip and I) wanted the
challenge of a project, and I wanted to keep a certain amount of
road comfort, so decided that a modified road car would be a
preference. Philip was keen that I should get an Elise and
whilst I have no love for the model or brand, they are good
handling cars and they would fit well into the sports and GTs. I
had been a member of
http://www.seloc.org/ for years, having started my
competitive driving in 2006 in the SELOC sprint series alongside
many Loti, so am aware of the various standard and non-standard
engine configurations. Being familiar with Rover K series
engines I felt it could be a little underpowered at the budget I
could stretch to, so started looking at the popular Audi, Honda
and Ford conversions, having first confirmed with Castle Combe
that these would be eligible in Class D (upto 3.1 litre). Whilst these conversions may not
appeal to the purist they do provide great power and torque in a
relatively lightweight package. Two days before leaving for
Belgium I spotted an Elise for sale on Pistonheads that seemed
to tick all the boxes. It had been a trackday and road car for a
few years, seeing plenty of European track action, with some
choice modifications, not least of which was a professional Audi
1.8T conversion some years before, by a company called Lotus
The advert made it
clear that many of the usual Elise weaknesses or wear and tear
items had been replaced, like the steering rack, radiator,
clutch hose and rigid hoses running along the edge of the
chassis. The downside? It was red! I really didn't want another
red car, but everything else seemed right, including the asking
price of £15,000. A good chat on the phone with the owner James
convinced Beth and I to go and visit him the night before I left
for Spa, he was selling the car to make way for his new Ferrari
458! A couple of hours later we arrived in the early evening,
taking the car for a test drive. It felt quick although not
quite as fast as I was expecting, maybe I've been spoilt
recently driving other peoples supercars? Very squeaky brakes,
but other than that we were happy.
After shaking hands
at a price that included a few spares and another set of wheels
and tyres we arranged to pick the car up in a weeks time. We
were fortunate to have left a deposit as the next day James
e-mailed me an offer he had received from a German, who would
have paid more than us!
A successful trip
abroad, with the CSCC members putting on a good show, with
close, clean racing. Plenty of exercise walking from the
podium to take photos, then up the hill above Eau Rouge to take
more photos (we don't take our official club photographer to
Couldn't wait to get
back home to collect the car! The evening brought good weather
and Beth and I collected it having been given a quick run down
of where everything was located (how do you open the boot etc?). It
is rare that I do such little preparation or research before
buying a car, I guess I was just impatient this time around. The
drive back wasn't entirely faultless with an unwillingness to
start. After a few attempts with the solenoid clicking it fired
into life and Beth drove it home. Over the next week I started
to make a list of essentials required, plus a wish list of
possible upgrades. I was soon to discover why so many recommend
buying an already converted race car; the cost and effort
involved in turning a road car into a race car is not to be
underestimated. The Caterham couldn't have been easier by
comparison having previously been a race car. The first job was
to give it a damn good clean inside and out. The previous owner may have
looked after the mechanicals well but the cosmetics were clearly not
important to him judging by the amount of litter, coins and dirt
inside the Elise.
July brought us two
complimentary tickets to go to the British Grand Prix qualifying
day (Saturday), including hospitality. Despite always watching
F1 on TV I have never actually been to one live, preferring to
spend the money on other things. Changeable weather and general
admission tickets (not grandstand) saw visibility a little
limited once the umbrellas go up. The F1 cars are too quiet,
with the engine note not being especially pleasing to the ear.
The GP2 cars by comparison just scream around, giving an
impression that they are actually faster. Sadly the memory card
broke in the camera, losing all the photos from this day as well
as previous weeks, hence just two camera phone pics. A good day,
but if we were to do it again we would upgrade and pay for
grandstand seating, Silverstone is not the best spectator venue
in my opinion. On the other hand it's a brilliant drivers
circuit in something fast and makes for a good race on TV.
Really chuffed that Lewis took the victory on Sunday.
Philip cleared space
in a barn next to his workshop where we could spend the weeks
needed to convert the Elise, we were both looking forward to
getting started on the project. The largest single item to buy
was the roll cage. Many Elises use a simple petty strut
arrangement (a diagonal bar running from the standard roll bar
to the passenger footwell), however MSA regulations say that any
engines above 2 litre must have a cage. Whilst my Elise has a
1.8 engine its turbo gives it an equivalency of just under 3.1 litre
(x1.7 for forced induction). Whilst more expensive (around
£1200) it made sense to choose a 6 point FIA approved roll cage,
making it more likely to be approved for racing in Europe if
ever that was an option for myself or a future owner.
http://www.safetydevices.com/ are the manufacturer of just
such a cage and I saw from their website that MSAR are a dealer
for them. Having bought a few items of clothing from them in the
past and receiving good service I placed the order through them.
Delivery date was unknown and they would contact me nearer the
time, I said I would give them Philips address for delivery when
they called, as that would be where the cage would be installed.
The best way to get
an idea of what I had bought was to get the car out on track, so
a day was booked at Castle Combe with friends. This only gave me
a couple of days to change the essentials: brake fluid, oil and
oil filter. First observations are that the car is quite easy to
work on, and the chassis construction is a lovely piece of work.
The flat floor surely helps with aero, minimising drag, although
makes jacking a bit of a pain.
existing (pictured) oil filter as a precaution, although it had
been changed only recently.
dirty white square that the filter attaches to is the standard
Audi oil cooler/heater where the heat from the coolant system
initially helps to bring the oil up to temperature. When the oil
gets too it transfers some of its excess heat back into the coolant
system. It looked better once cleaned up!
It actually took me
two attempts to change the filter as I hadn't realised that a standard length TT filter doesn't fit, being too long due to the
clearance between filter housing and firewall. A shorter filter
The day of the
trackday dawned, exciting! I booked in for a power run at
Circuit Motors, Castle Combe during the lunchbreak to get an
idea of its current power level and to check the fuelling.
To sum up the car
after its first outing: it's quick in a straight line, limited
by lack of grip (see comedy lift off oversteer in video) from
old, worn tyres but shows potential. The boot divider would have
to be removed for racing as it was so close to the turbo that
the heat had made a small hole in the alloy sheet! The brakes
could be sharper, but no fade, even though the dash was showing
135mph before braking at Avon Rise (the Caterham could manage
about 118mph at the same point). Looking back at the video I was
only managing 1min 20s, so plenty of time to gain, I suspect
with good slicks and stronger bite from the brakes a 1min 15s
should be possible.
power run was revealing during the lunch break. The advert had
stated that the car produced around 280bhp, but I felt it was
less than this (still v.quick though!). The first power run
showed around 245bhp, but we could see from the fuel mixture
that it was running rich. Two more power runs were made, each
time losing around 5bhp due to the timing being retarded and the
mixture getting richer due to high intake temperatures. The car
arrived hot from the track, so I suspect if allowed to cool a
little the power would be a good deal more and explains why the
car feels faster on the road than on the track today.
So, that's something to add to the list, look at upgrading the
intercooling (the engine coolant system is working perfectly by
Enjoy the video here
Great fun chasing
my friend Adrian in his Caterham CSR260 after lunch. A good example of the lift off oversteer
on these old Toyo R1R tyres is at 2mins 7secs, I had Mark Funnell on board
as a passenger then (former CCRC special GT champion)! The quick
Westfield at the end of the video was too fast for me to keep up
with, no harm in trying though. Aware of the high intake
temperatures I kept the hot laps to a limit of 3 at a time, with
a couple of cool down laps in between.
Over the next few
weeks a whole load of new parts arrived at work including a
Forge baffled sump, new starter motor, coolant tank, switches
and wiring, FIA cut off switch, Plumbed in Fire extinguisher, a
used carbon fibre race seat, harnesses and much more.
I chased up the roll cage with MSAR but they had no expected
time of arrival. I was aiming to get the car ready for the last
round of the championship in October and had a lot to do.
Next up I ordered a
simple, white hardtop shell from the appropriately named company
Lotus Hardtops. It arrived cosmetically damaged which was
frustrating having only been wrapped in a thin layer of bubble
wrap. When held against the car I couldn't work out how it
should fit, took advice from SELOC and then realised it is for
an Elise S2! Someone who has owned an Elise for some time would
instantly know the difference of course but I was and still am
frustrated that the website owner has made no attempt to add a
description to the advert saying for S2 only. I returned it back
to them in the same packing and sure enough it arrived damaged
with them too, meaning we had a disagreement about appropriate
refund, eventually resolved with me accepting a loss. A correct
S1 hardtop was ordered from another company but also arrived
slightly cracked but will put up with this. These race shells
come with no fixings for cost and weight savings, so we came up
with a method of being able to remove the roof quickly so as to
be able to remove it on sunny days driving to work, using
rivnuts bonded into the screen surround and wing nuts at the
I took a midweek day
off and was working on a fault that had developed preventing the
car from starting due to no power at the fuel pump. A lorry
turned up with a delivery, it was the roll cage on a pallet! It
had been left that it would be delivered to Philips, a 50 minute
drive away and that MSAR would call me with an ETA. Not
impressed, lucky I was home.