Looks sound enough here,the
camper van as bought on eBay.Seller had described it fairly,mechanically
the camper van was quite sound and really for a motorhome nearly 30 years
old the bodywork and interior
were half tidy.
The idea was to get the van
back closer to its original condition without spending a fortune.I also
fitted an overdrive gearbox and up rated disc brakes.
With its original drum brakes,cart
springs all round and the often derided 2000cc Ford V4 petrol engine which
was shared by some Ford Corsairs,Capris and Zephyrs, driving one of the
early transits it is like stepping back in time a few decades,.
The near side door step.Front
wheel and door removed to make life easier,step was loose and rusted through
at the front edge.It was obvious this had been repaired a few times in
the past.
The inner wings on both sides
had been plated previously and a couple of rust holes needed welding,
I mig welded bits of sheet metal from my old mercedes van
in here,vorsprung dur technic etc.
Step cut right out,the chassis
section and sill were also corroded,the wheel arch inside the cab had rotted
and broken away from the floor.I think it's as easy to weld a big hole
as a small one so all weak metal was cut out.The areas round the hinges
were strengthened with the doors jacked up to force the hinges back into
position,both had dropped quite a bit.Doors on old vehicles tend to sag,as
do body parts on old people.
The off side wasn't quite as
bad but the whole step was removed with an angle grinder.The chassis section
in front of the seat was thin with corrosion and replaced.When finished
all the chassis sections were treated with Waxoyl internally,the new sections
painted then undersealed.I was working outside and used a Sealey gasless
welder on these repairs.
Both headlamp bowls had rusted
through at the bottom,using the top half to make a pattern new pieces were
made and welded in.The funny little sidelights on top of the wings were
removed and the mounting holes welded up.The bonnet
had been badly patched with riveted repairs along its front
edge,rusted bonnets are a problem with early transits.I bought a secondhand
Mk 1 bonnet in better condition and repaired it.
The only bit of the alloy body
that needed work was an old repair to the front nearside covered with a
riveted patch.Water had penetrated the wooden
framing but the damage was localised and easily
repaired from inside with the old interior panelling cut back.You never
really finish a job like this work is still going on but the vehicle is
now in use.
Both doors were a bit grim,the
bottoms had rotted through along their whole length.I plug
welded in long thin lengths of sheet steel to
keep the inner and outer door skins together.To try and keep the bottoms
straight I clamped a piece of angle iron along the base.Before removing
the doors I measured the amount the outer skins would have to be brought
back in by for a reasonable fit.
The water pump bearing was
worn and I removed the front panel to make replacing it easier.The panels
fixing bolts inside the wheel arches were corroded and the captive nuts
broke loose as soon as they saw a spanner,I cut them all out with an angle
grinder.Corrosion from water running from the wing channels either side
of the bonnet meant the landing panel had six inches missing either end
this was repaired.I later removed all the horrible underseal in the engine
bay and repainted it.
Later the original engine developed piston slap when
cold.It was loud when cold but virtually vanished at running temperature,testing
by removing plug leads,or squirting oil down the bores etc suggested it
came from the two pistons on the left hand bank although they were no more
worn than the other two.It got no worse and probably would have carried
on like it for years but removing the engine also meant it would be much
easier to weld a weak area on the front cross member.
I rebuilt the engine and when
run in used Molyslip,its no instant cure for an engines ills but should
help reduce wear and it's claimed protects in the event of oil system failure..To
overcome problems with exhaust valve seat recession on unleaded petrol,I've
been using Holts lead substitute I really can't be bothered to fit the
cyinder heads with hardened valve seats.I must have pulled dozens of Ford
Essex engines to bits (usually for head gaskets I seem to remember) but
I found a Haynes manual at eBay
auctions 'cos I don't know everything.The radiator
fan is now electric,controlled by a datsun switch fitted to the thermostat
housing the Essex engines were prone to blocked waterways and corrosion
can be a major problem if no,or poor quality anti freeze is used.I've fitted
Pazon electronic ignition which uses the conventional points but switching
with far less current,it seems to make the engine run smoother.All of the
metal brake pipes were replaced with
copper pipes.The rear suspension was beefed up with a pair of coil over
shock absorbers,make unknown they were bought at an autojumble sale and
fitted after a bit of modification. By changing the mounting,shortening
the propshaft and remodelling the exhaust down pipes,I fitted an overdrive
gearbox to try and improve fuel consumption.High MPG was never the V4's
strong point especially in the heavy Zephyr 4 or transits but I'm reluctant
to take the vehicle too far away from original by changing the engine for
a diesel or inline four cylinder OHC pinto which would involve using a
diesel "bullnose" front panel and bonnet.I have fitted disc brakes using
the two pot calipers and solid disks from a Mk2 and a axle that had been
scrapped some years ago.The hydraulic flexible pipes are different but
this is an easy swap.
Originally I didn't notice
a big improvement over the standard twin leading shoe arrangement untill
I changed the original Mk1 servo and master cylinder for one out of a Mk3.The
servo is much larger and greatly reduces pedal pressure.The bonus is that
parts for Mk3 transits are somewhat easier to obtain than the earlier Mk1
and 2's.
I sealed the rear or the front
wing/scuttle joins,water getting in here rots out the inner wings and door
hinge panels,water ingress under the bonnet was a known transit failing,a
shower could soak the engine and even let water into the inlet manifold
via the air cleaner fixing screws. I welded a plate on top of the air cleaner
so this can't happen.Mk1 and Mk2 transit spares are getting harder to find
steel bonnets,wings and other bodywork are virtually non esistent,although
fibreglass panels are still available.I soon realised that the days when
transits,ford corsairs and Mk 1 cortinas were common in scrapyards and
car breakers has well and truly gone for good,and of course in these days
of the nanny state you can't find heaps of old cars to clamber over even
if you want to.I'm always interested in buying new or secondhand spares
for the early transits.There are links to part suppliers etc below.
A late summer evening at Gt
Yarmouth,a collection of motorhomes parked for the night.Now Yarmouth council
has gone all prissy and banned such wicked activities as sleeping in motorhomes.Must
be all the snoring that disturbed them.
Gt Yarmouth is a rather tatty
sea side town that says it wants to encourage summer visitors.To be fair
though,it's not the only town obsessed by height barriers,high priced car
parks and petty restrictions.
I found out the hard way even
old camper vans don't escape the attentions of thieves.Luckily an alert
neighbour and quick police action prevented some of the damage.My transit
has now been treated to a state of the art alarm system.
I can still get hold of new
track rod ends,king pin kits,gaskets,shock absorbers,wheel cylinders,flexible
hoses and brake linings etc at sensible prices.I also have a lot of wheel
and master cylinder repair kits for any transit and other early fords (Classic,Popular,Prefect,Anglia
etc).If you're stuck for transit spares mail me or try the links below.
I am always interested in buying
early transit (Mk 1or 2) and Mercedes 307D van spares.Either new or secondhand.
I cand normally arrange collection etc and will not mess about you can
E mail me here
Links to other transit sites,spare
part suppliers,clubs etc.I've used some of these, but not all.The comments
are mine,true and accurate.
Transit
repair panels,wings,bonnets etc.
Smith
and Deakin , good quality,strong fibreglass wings
and bonnets for early transits and other early cars etc.Have had good reports
from customers.
Beever
auto panels , (out of date web site shows some
items no longer stocked).supply sill sections,wings (no Mk1's and apparently
no Mk2's) door repair panels,bonnets (again no Mk1's),wheel arches and
other repair panels.Slow to answer e-mails.
Hadrian.
No Mk1 wings but sills,arches and suspension repair plates
etc for transits.Helped with my Mercedes van queries and supplied repair
sections for the door steps on my transit.
Imperial
panels. Steel sills,floor and door sections,repair
panels for ford transits and other vehicles.
Spares
from Germany. German company (old-cars de) supplying spares for Mk1.These
vans (using cologne engines) were used in Germany as fire service support
vehicles.
V4 engines,gearboxes
and running gear,new and secondhand.
Tickover
, Some early ford capris used the 2 litre V4 engine and tickover
know all about capris.Carry some spares for the V4.Replied to my queries
quickly and gave good advice.
Gaskets
for Classics .Need a sump gasket for a V4 or head
gaskets for a V6.? These sell gasket sets for both engines as well as lots
of other older cars,including virtually all classic fords.Gaskets and oil
seals made in the UK too.
Essex
engines. Engine spares for the Essex V4 and V6
as well as the Cologne series engines.Sell the hard to replacements for
the fibre timing gears.Newer ones are normally alloy and
much longer lasting.
Speedy
Spares , a suprising amount of mail order spares
for all types of classic cars and other vehicles,friendly fast service
when I used them.
Burton
Power,specialise in tuning parts for modern fords but
supply some parts for older Fords including replacement timing
gears for the Essex engine.
Specialised
Engines , spares,repairs and rebuilds of the Ford
Essex V4 (and V6) engines.Replied speedily when asked about availability
of ford engine parts.Reconditioned V4 engines still available.
Pazon
Ignition , electronic ignition for classic cars
and motorcycles.No irreversible modifications,triggers the standard coil
with a much reduced points voltage.A doddle to fit too.
Dudley
Transit Centre ,Breaking all transits and selling a wide range of new
and secondhand spares.
Restore
online , collectors and classic cars and adverts
for spares and parts etc.Be warned that some adverts are very old.
Suspension,brakes other
mechanical spares.
Jones
Springs , repairs and new leaf springs (made to
pattern) for all ford transits no matter how old.Quick to reply to queries
and friendly too.
Owens
Springs, another company specialising in repairs and refurbishment
of leaf springs.New ones made to pattern.
Brake
parts still list linings and pads for the earlier
transits.Mail order both quick and efficient.Handy diagrams and dimensions
of pads and linings on their web site.
Speedways.
linings,clutches and brake pads.Still list MK1 transits,friendly
and quick to answer emails.
Brake
world . wholesale only but they'll give you the
number of nearest retailer to you.List a lot of older stuff,handy for part
numbers etc if nothing else.( I can source brake cylinder rubbers for early
transits).
Bosal
Exhausts . online catalogue,gives parts numbers
and pictures.V4 transits a no no,but later ones are catered for.Handy for
working out what other exhaust bits you might be able to use to make up
or repair an exhaust system.
Trim,windscreen rubbers,door
seals and window glass etc.
Woolies
, specialise in mail order of all rubber parts,door and windscreen
seals and interior trim,when I ordered some rubber sections,I found them
helpfull.
East
Kent trim, useful little catalogue gives dimensions
of the trim they stock,mail order both quick and efficient.
National Windscreens. quoted me
£90 to supply a Mk1 transit screen or £115 to supply and fit
(summer 2005).The Mk1` and Mk2 windscreens are the same,the screen rubbers
slightly different.Phone 01733 552244.
Clubs
for old camper vans and motorhomes,general old car sites,forums etc.
Classic
Camper Club , a must see site if you are into
restoring,repairing or using old,classic camper vans,caravettes and motorhomes
etc.
UK
camp site , A brilliant web site,includes a forum
with loads of info on transit Mk 1 and Mk 2,camp site guides and loads
of other stuff of interest to campers,motorhome owners etc.Free to join.
Ford
Transit Forum , useful to contact transit enthusiasts,active spares
and information sections,free to join and a mine of Transit info,based
in the U.K but worldwide membership,absolute must for all transit owners.You
can sell transit spares and parts for free too.
Motorhome
links.Loads of links to all sorts of motorhome and campervan sites,well
worth a look.
DIY
mig welding. Welding tips,welders compared and tested,handy for welding
wanabees,even a forum.
Using
a mig welder A mig welder is a handy cheap method of repairng rust
holes or fitting new panels read about them here.
Baconsdozen
tool auctions , auctions for new and obsolete,metric and imperial tools
at the right money.
Ex-pressed
steel panels , these produce new body panels for older fords.Cortinas,Mk
1 Escorts,Anglias,Prefects,100Es etc.No transit stuff as yet though.Keep
watching.
Ford
corsair owners club , the corsairs (1700 and 2000cc) also used the
essex v4 engine although some used an inline 1500cc.
Collectors
car parts ,specialising in older fords.Exhausts,shock absorbers,struts
and engine parts.Based near heathrow airport.
Old
Ford Auto Services ltd ,fibre glass wings and body panels for some
older fords,suspension mods and parts.
Morgans
Diary, more links to classic car and other sites of interest than you
can throw a stick at
Preloved,
all sorts of secondhand gear and car and commercial vehicle sections
Leaded
petrol , adverts now dropped but still worth a look..
Early days,the transit
on the way to its new home.
Ford Transits a potted history
and spare part swapping etc.
The V4 Mk 1 Transit was current
from 1965 to about 76 when it became the Mk 2, along with other mods the
V4 engines were changed to the OHC inline fours.( A few MK1's were fitted
as standard with a fourcylinder inline engine) Very early (to about 68)
models had different clutches,after 1970 the pedal assembly was completely
changed and moved from the floor to the bulkhead. The
V4 engine (called the Essex because thats where it was built) was used
on some Ford Corsairs and Capris (as an alternative to straight four cylinder
engines),it is not the same as the Ford Taunus V4 (known as the Cologne
and also fitted to Saab V4) although confusingly German built transits
did use the Cologne V4 engine.(Australian transits used much larger engines
see the transit forum for pictures and details) The 2000cc and 1700cc versions
of the V4 engines are virtually identical externally,their internal components
aren't as the increase in capacity was gained by using a greater crank
throw and different pistons.The V4 is inherently unbalanced,it uses a seperate
internal balance shaft to try and absorb engine vibration,when the bearings
of the shaft wear vibration and noise become apparent.Ford V4's had Autolite,Zenith
or Weber carbs,the Zenith and Ford are swappable the Weber (which was used
on the 2000E Corsair) needs its own manifold.The 2 litre OHC meant a redesigned
front panel and bonnet,disc brakes also appeared on the front wheels.1986
was the next big change.The suspension components on Mk 1,2 and early Mk3
are swappable,the doors and glass are as well. Most Fords of this era had
common door handles,bits of interior trim etc so any auto jumble is always
worth a look for spares.The road springs on pre 70 vehicles were a different
rating to the later ones although most will have been changed by now.Rear
axles vary in type as does the prop shaft,on long wheel base versions a
two piece shaft is used.The current ford transits share their name only
with these early versions.
A popular swap with transit
owners was to copy some ambulances and replace the V4 with fords 3 litre
V6 usually by using a transit diesel front panel and bonnet,uprating the
front suspension to carry the extra weight..The resultant beast was as
fast as it was thirsty and loads of fun.The Essex V6 was fitted in ambulances
up to about 1988 often with an overdrive gearbox,the V6 found its way into
a lot of other cars from AC's to Reliant Scimitars and Fords own Granadas
and Zodiacs.The V4 is in some ways a V6 with a couple of cylinders missing
as the six cylinder engine was developed from the four.
The V4 engine is rubbished
by some sections of the classic motoring fraternity, its a bit rough and
not very efficient,but its also one of the only engines that will fit under
that short bonnet and the engine design is now well over 40 years old..I
think some of its reputation for unreliability was a result of its use
in the very underpowered Zephyr V4,where a hard working engine and low
radiator gave frequent air locks and over heating problems.The fibre timing
wheel driving the camshaft and fragile oil pump drive are weak points.The
timing wheel was weakened if the engine overheated and apparently shrunk
at very low temperatures.The original all fibre timing wheel was superceded
in the mid 70's by a wheel using nylon teeth but this was not a total cure.It's
possible to replace the timing wheel with an all steel one although these
are expensive (mail me for details or use the links above) and using modern
lubricants and avoiding revving a cold engine should help the oil pump
drives survival rate.The engine was used in the Corsairs,a few early Capris,the
odd Marcos and at one time sold as a conversion for the NSU R080,it also
turned up as an industrial engine driving waterpumps and generators etc.
The German ambulance and fire
service used Mk1 transits with Cologne V4 engines suprisingly recently.(one
is often featured on the transit forum,there's a link above).
I accept no responsibility
for errors in the above,I'd welcome other owners input and comments.I'm
also trying to put together a list of parts from more modern vehicles that
will fit these early vans and welcome suggestions.Please e-mail
me.
You don't need much in the
way of special tools for the older transits.I sell hub nut sockets to fit
the range (and IVECOs) here
.A mig welder,tin snips and a hammer and chisel will take care of the body,a
decent tool kit the mechanics.All you'll need then is time and enthusiasm.
Buying an older transit.
Finding a van is probably
the hardest bit.Have a look on the transit forum (link above) which is
also the place to ask any questions you might have.Ebay is another selling
place or the ads in any local paper,theres ad trader and lots of other
places to look,try and look at as many as possible,try to avoid buying
the first one you see (unless its a bargain of course).Keep asking questions,if
it all goes wrong you could end up with a very large and heavy lump of
iron thats impossible to get rid of.Bear in mind your neighbours might
not be thrilled to have an old van parked in the road wether its in good
order or not.
Rust on transits can get
a serious hold on the front cross member and the front spring hangers and
is the first place to look,it can be very difficult to repair.The sills
and chassis sections are easier to repair but the rear spring hangers are
also difficult and a current MOT should never be relied upon as to the
structural integrity of any vehicle.The body panels are very expensive
and very rare in steel,even fibreglass parts will make a big hole in any
restoration budget.Although some mechanical components are hard to source
the early transits are quite tough mechanically.The springs will have almost
certainly settled after thirty odd years and replacement is expensive,try
and get at least three fingers between bump stop and springs.Axles whine
but generally carry on for years even so but the noise can drive you potty
on a long journey.Gearboxes should be quiet,the clutch musn't slip as replacemnets
are now difficult to find.The early drum brakes aren't really up to modern
standards and finding the hydraulic parts to repair them is tricky.The
Ford V4 engine isn't smooth or silent at the best of times but look for
blue smoke (worn rings or valve seals) and heavy knocking noises and vibration
(worn bearings). Check the coolant for oil (head gasket problems) also
have a look at the exhaust system as these are now unobtainable.The very
early (before 68) engines are the least reliable and some of the internal
parts like oil pumps are now unavailable a badly worn one will prove an
expensive job to put right.Don't be afraid to ring or contact any of the
people above to check on the availabilty and prices of parts before deciding
to buy any particular van.I recommend joing a club like classic campers
or the transit forum for help with spares and advice.You'll not do much
better than 25mpg and you'll need a lead replacement compound (unless the
owner tells you the engine has been converted to lead free).
Don't get put off by the
first bit of rust you find or the first parts storeman who says "I thought
they'd scrapped all them by now".Enjoy owning,driving (and repairing) your
own little bit of motoring history.
