Clio reacquainted with Cannock

Regular readers will remember I was daft enough to buy a Ph2 Clio 172 sight unseen in Cannock in Sept. The particular car had the additional bonus of a knackered gearbox.

Undeterred, I drove it up the road and got it fixed.

Since then, it’s been a faithful servant over a couple of thousand miles – so what better way to reward it than to return to the scene of the crime?

I booked a half day off work for the Friday and swapped on some Ph1 Exclusive rims to the front – actual tread is a good thing. The 16″ front wheels had taken a beating from “enthusiasm” and the buggered gearbox. I really should get the tracking done soon.

It was a cold, crisp day with bright blue skies as I schlepped southwards on the m74, the 3 wide lanes and snow capped hills adding to the grandeur. It’s a good bit of road, especially once you get away from the central belt.

Cruise control was deployed at the limit – helping me to save my license from the temptations of the f4r. It’s a great engine – properly tractable from low RPM until it lets loose at around 4500 RPM.

In short, it’s like the devil on your shoulder at all times. No gap too small, no junction un-BRWAAAPED and no horizon un-headbutted. 

Half the work of driving it is just trying not to be a total dick.

With the rabid f4r contained by the cruise control, I settled in for the long haul – my scheduled stop being Charnock Richards services. The on board computer and Bluetooth enabled stereo meant I had a selection of tunes and info to fill my time.

It’s at this point that I must say, for all the 182 alloys look good, I much prefer the ride on the 15″ alloys – especially with a slightly tired front end.

The Ph2 is a comfy steer on the motorway, and easily capable of covering decent distance at a rate of knots. The only potential downside is the smallish fuel tank.

Upon reaching Charnock Richards, I discovered the chap I had to meet thought we were meeting on Sat.. nevermind, it was an opportunity to stretch my legs in the services, and those of the car on the sliproad – 2nd and 3rd full bore are a hoot!

About 30 miles north of Cannock, the first snowflakes arrived. With it, the M6 hive mind decided that 25-30mph was enough. Nothing I could do, but tootle along. Thankfully, the wee 172 is tractable enough to take the “high gear, low rpm” approach that makes for wheelspin free progress in slush.

Arriving at Cannock, I was greeted by two welcome sights :

Lying snow:)

And a mates Honda

I got checked into the hotel and headed for beer and dinner. It’s there it got a bit silly.
Over dinner a plan was hatched to try and buy a car at the auctions we were due to visit on Saturday.

I went to bed and thought no more of it.

Up in the morning, and it was time to head for breakfast X2. First up, the Clio. I found an Asda petrol station selling 95 Ron at £1.109 a litre, and being a tight Scotsman, I scored 332.9 miles for £42.48. That’s cheaper than walking, and 39.44mpg.

I’ll treat it to some 98 soon, promise!

That done, it was time to head to the Truckers rest to meet the rest of the madmen.

This allowed for an impromptu 4 Renault line up, with a 16, Vel Satis, Megane coupe and my Clio 172. The Clio is about the same size as the 16 – which, at the time of launch was sold as a ‘large family car’. Shows you how things change over time.

Also there was a Nissan Cedric, driven to Cannock from Finland over the last week – what a cool car! It’s got the 6cyl out of a 260z mated to a 3 speed auto – picks up bloody well, and thanks to James for a shot of it:)

It also has an opening ‘dog window’s in the LHS – properly useful and stylish to boot.

Next stop after overfilling my belly was the Auctions.

 Ordinarily,  this lot have multiple objects of desire for the crap car fan. This time however, the only contender was a Peugeot 406 2.0 petrol. We did bid, but after some confusion found out that we were unsuccessful despite bidding £140!

With that excitement out the way early on, there was little of note, bar a Clio 182. Sitting there with a long MOT, in its tasty blue hue, it was a winking at me.

Reviewing the details, the mileage discrepancy flagged wasn’t too much of a worry – we’ve all had failed clusters. Bodily it looked ok too, and the interior was smart enough.

I was seriously considering it until it was started. Evidently one of the 11 previous keepers had retrofitted a Kubota single cylinder diesel. The car shook like a dog shitting razorblades as the exhaust coughed asthmatically.

If it was cheap, I maybe would have had it for parts.. it got to the block and we watched the gearbox oil pissing out. “£1000” started the auctioneer. Nae bids was the response. It eventually crawled to £775, and then limped out the ring like a sick dogs fart.

Happy I could return home without the Burd killing me, I retired with the rest of the group to another local transport caff for some “heating up juice”.
Once defrosted, it was time to let the 172 convert more people to the “Church of RS”.

I’d patiently explain how the engine was similar to that found in the Laguna 2, and chat through what the dephaser did. Then I’d tell them to get it straight and pop it into 2nd at 20mph.

To a person, what followed next was:

Grin at torque

Comment on nice noise

Laugh as it comes on cam at 4500

Grab 3rd as the popop of the limiter sounds.
3 people were later to be found ebayimg on their phones in pursuit of a 1*2 of their own.

One lad even said

I had a go in 320Touring’s Clio 172.

I changed up at 5500rpm and he shouted at me like an angry Scotsman so I put it back in 2nd and nailed it until it did a little PowerTrump on the 7k change into 2nd.

If the 182 at Cannock hadn’t sounded like a Kubota dumper truck, I’d have been kicking myself for missing out but I’d seriously love a little motor like that. 

Thanks for letting me have a go”

Job jobbed I reckon!


Exclusive Frustrations.

I was sitting on a train as I wrote this. Held at signals due to a failure further down the line.

Yet this is not the frustration of which I write. My ire is reserved for the numbers 54 and 60 respectively.

Clio 172 Exclusive #60 was bought and driven up the road from Dudley a couple of weeks back. Initial inspection showed nowt much wrong with it.

An MOT revealed a cracked front spring, and the need of 2 functioning handbrake cables.

The back disks were not the prettiest either.

Finding the right handbrake cables was fun – there are 3 different lengths for each side. On a single model (all other clios had rear drums). A chap called Matt Hill on the Clio Sport Owners Club Facebook page was a great help in tracking down the correct part numbers for the cables.

The repairs done an MOT was obtained, and the car transferred to my daily driver policy.

Before so could use it in anger, I was greeted by this sight..

This is the Burd’s Exclusive (#54) doing an exemplary job of failing to retain its gearbox oil. This looks awful like a return of the previous incontinence on behalf of the driveshaft boot.

By now #60 was ready to be pressed into use – handily taking #54’s place. 

All well then. Except maybe not.

Fast forward to Monday evening, and me getting a call today say that #60 won’t start. It sounds like a classic immobiliser fault – with the flashing red light.

After a mercy dash with the other key, order was restored and it drove home no bother. 

Except it wasn’t the end of it. Yesterday morning saw it misfiring heavily, and with a flashing EML.
This is a ‘classic’ injector issue on the Clio 172 – and I expected to see a code for such an issue.

I went to the pub.
Today a code reading showed no injector faults and the car drove fine. I remain perplexed!

Collecting ANOTHER Clio..

The phase 2 Clio 172 I collected in September has had the gearbox replaced and is conducting it’s duties in a sterling manner.

Chief amongst which was participating in a rather convoluted Clio collection.

A week ago, I was idly perusing my Facebook feed as I made dinner. As the sauce swirled, my heartbeat quickened at the sight of something beautiful.

#60 was on my Facebook feed, and at a great price too. Yes, friends, another Ph1 172 Exclusive was the object of my desires.

The Burd’s (#54) has facinated me since we got it – unassuming yet rapid, frugal and fun. Now was my chance.

I started surreptitiously messaging the seller whilst working out the best way to break it to the boss. In the end, a straight up “I think I’m gonna buy this” was met with an “OOOH, THAT’S PRETTY” and we were on.

A paltry deposit was sent and the troops were rallied.

Did I mention it was in Dudley?

I’m pleased to say that I’m mates with folk who you can message on a Tuesday evening saying “I’ll be at Birmingham Airport Sat evening- will you take me to buy a car I have never seen?”

And they say YES. Take a bow Dave!

Saturday came, and the day started with me taking the ph2 50 miles east to Edinburgh and a prior appointment that awaited.

Once ended, I had precious little time to dash back to the station, and dump the car before training into Glasgow. Once there I’d meet my brother for onward conveyance to the Airport.

Except, the rolling stock destined for the 2.50pm train to Glasgow had a fail to proceed, and duly smote me with cancellation.

Undeterred, my brother was good enough to meet me at the station – meaning the schedule suffered not a jot!

Things went smoothly with the flight – a 10 min delay turning into a 7 min advance as the pilot took full advantage of an assisting tailwind.

Upon landing, I stalked to the familiar meeting location at the arrivals area

There I met a man I did not expect

He took me to a waiting Berlingo parked in a most legal of ways by this chap.

Once ensconced in the warmth of the Berlingo, we hared down many a route until we arrived at the sellers yard.

The seller was a top bloke – good chat, and the car was as described. He’d even cleaned it, and checked all the fluids etc.

I was very happy. Money changed hands, and that’s when things got slightly more surreal.

Instead of doing the sensible thing and heading straight North, I filled the tank and wandered off to a local hostelry.

There we met Julian (he of the “gearbox less 172” escapade)  and ate, drank and were merry.

9.35pm came, and I decided to head north. 

As is always the case, the nerves were high for the first 10 miles, slowly receding as the numbers clicked up.

At least until the 40th mile. That’s when all hell broke loose! A thudding scared me enough to force a stop at the nearest services – sounding for all the world like an aux belt slapping about as it slowly failed.

Investigations were undertaken, but no obvious source could be found, and the belt looked sound.

I retired to relieve myself of my concerns, and then saddled back up to press on.

In a 40mph section of road works I had time to play hunt the sound – tracing it to something slapping on the roof.

Tebay revealed the cause.

It was Midnight and freezing, my brain struggled to compute. I headed inside in search of sustenance.

Whilst waiting on my coffee, I asked if there was some tape that I could borrow – to allow holding of the seal.

No tape was available, but the helpful chap behind the counter provided me with some stickers (as used to seal their takeaway boxes).

Top work by that chap, and excellent customer service!

After application, the remainder of the trip was much quieter.

At 2.26am, #54 and #60 met.

And I went to bed.

Getting the Clio in Gear

Having come to the conclusion that the new 172 needed a replacement gearbox, I warmed up my wallet and prepared to pay! 

Ordinarily, I’d source a gearbox, and apply some swears however in this instance things were not so simple.

Firstly, I’ve never changed a FWD gearbox, and secondly I dont think the tightly packed engine bay in a 172 is the ideal environment to learn. Add into the mix a complete lack of dry space to work and it rapidly became a job for someone else to do.

Thankfully, the original supplier of the dampers fitted to the rear of the burd’s Clio came up trumps.

Not only did he have a new gearbox available, he was also daft enough to fit it! Cheers Stuart 🙂

I took the Clio on a last drive with buggered box, dropping it off at the top secret location on Wed evening. Dome provided return conveyance via his lpg’d S4 – a most relaxing yet rapid way to travel.

The job was started on the Thursday evening, as I sat beside my phone with the trepidation of an expectant father.

Initial news was not brilliant- the Aux belt is on its last legs and one driveshaft was beyond salvation.

However, there was another driveshaft available, so work could continue.

The subframe bolts came undone cleanly, so that was one less potential hurdle to overcome.

The top engine mount didn’t make it out alive either..

Next up was the draining of the oil. A healthy Clio 172 gearbox takes about 3litres of delicious oil.

I don’t think this one was healthy.

I had done approx 400 miles on this oil.

I wonder why it was low…

Ahh. It appears the gearbox has taken up religion.

Best guess is that the gears have had a paddy and exited the case at quite a rate of knots.

All the old was out, and the replacing with new commenced.

I’m pleased to say that it all went back in without the loss of limbs and only mild swearing. Stuart was grand at keeping me updated.

I went to bed too excited to sleep – a fun car would soon be mine!

When I got to his unit, Stuart had the car down and ready for a test drive. We jumped in and set off, starting gingerly.

Immediately, the lack of shunting was glorious, and the car responded well to every input – full throttle provided merryment.

However, as is often the want with Renaults, some electrickery was at work.

The traction control light illuminated once the car got over about 5mph.
We deployed Mondo Google Fuu to the problem and settled on either the brake light switch or the steering angle sensor.

Both are potentially affected when dropping the subframe.

2 brake light switches ruled out that as a fault, so we turned our attention to the steering angle sensor.

Stuart did all the hard work to re- calibrate it, whilst I faffed about cleaning 14 years of crud off the steering column.

Once refitted, we were able to see that the traction control was functioning normally.

The car drove beautifully on the way home-there is still plenty to do, but at least it moves smoothly under its own power.

I checked under it this morning, and all was well, so I couldn’t resist giving Stuart a heart attack..

Next up was a gentle intro to fleet life – picking up the new wheels for the 320i E36.

Expect more updates soon!

Breaking, servicing and cleaning.

After a successful day yesterday, it was time for some properly unpleasant jobs today.

My Brother’s Bmw e46 325I has been on fleet for quite some time, and has offered many varied opportunities for sweartinance. Particular classics include the delights of the “3 day rear wheel bearing” and the “anti roll bar bracket of rust”.

True to form, the bugger was obstreperous when it came time for a service.

This picture sums up the scene

Yup, a hammer plus Stanley knife and screwdriver were required to gain access to the engine bay.

We had to remove a grill and smash open the casing on the release mech on the drivers side.

This reveals the cam that should twist to release the pins.

Turned out that at least part of the issue was a cable that had popped out inside this casing.

Having succeeded in gaining access, we took the opportunity to service the bugger.

Halford provided the required accoutrements, hand thing that on a Sunday evening. 

Well, that ain’t been out in a while

I think we’ll use the one on the right..

Next up, some filtration for the oil – accessed via a 36mm socket onto the filter housing

I do like the filter placement on these engines- simple to see and access, with little chance of cataclysmic oil spillage. 

The oil filter was keeping the air filter honest in the rat look stakes.


The new one was installed without incident. And some new oil added.

Almost sounds like a straight 6 now.

And the bonnet even closed after we had finished!
Next up was a quick clean and check on the other Clio 172 before it heads in for a new gearbox.

Fundamentally, this seems a solid car. The mechanics are good bar the gearbox, and it’s obviously had some care and work done.

However the last owner has stripped out the rear interior, using the car for track work and as a daily work hack.

Judging by the sand and drills, the previous owner worked in the building trade..

The attempts at cleaning the front cabin appeared to consist of singlehandedly doubling Magic Tree’s profits 

Anyway, Time to get down to it. 

The favourite place to start is the steering wheel. These 172s have steering wheels made out of manky materials – specifically designed to coagulate detritus from human hands. 


Scrubby wipes were deployed in significant measure.

One of four wipes used on the wheel.

The rest of the front wasn’t any prettier. 

I also found out that it has some neat little elements I want from a commuter.

Cruise control – for the interminable schlep up the M9

Climate control (or air con?!) and a decent stereo for comfort in the Edinburgh traffic.

And most importantly, CUP HOLDERS! ideal for containing beverages of comfort on the early morns.

Yep, they got a cleaning too!

A deft application of hoover later, and we had something a fair bit more presentable.

Now I just need to get it fixed so it can go into service!

Calibrating the Clio 

The Burd has recently taken on a new role – in the wilds of ‘almost nearly out in the sticks’ territory.

The Clio (she goes by the name Babette) provides the conveyance, and needs to be in fine fettle to do so. Today was the start of that fettling.

The nature of the a/b roads that lead to her employ lend themselves to accuracy in terms of velocity. The Clio has been resolutely “BOF” in its approach to intimating mph to the driver for quite some time.

Being a Ph1 mk2 Clio 172, it takes its speedo signal from a sender in the gearbox (later Ph2 mk2 models use a feed from the ABS sensors (unless it is a cup model with no ABS). 

This is the innocuous looking sensor. The small end is held inside the gearbox up to the blue seal. A little blue seal.

The location of the sensor is not so handy.

Great engine in a small package. That makes access “interesting”

It’s down in the top of the gearbox. Right between the back of the engine and the firewall, with the exhaust manifold nearby for added ‘joie de vivre’.

Gaining access starts with removal of the airbox and piping. Essentially all you need is a flat blade screwdriver and a few well placed swear words.

That done, you can just about see the wiring for it (red/brown line in middle of this pic)

The last thing to do is remove the engine cover so it doesn’t shred you arm. We discovered this a touch too late.

Wiring plug removed, ready to wrestle!

According to everything we could find on-line, it was then just a simple case of pulling out the sender. 

Obviously, no one bothered to tell our sender. Surrounded by a supporting cast singing the greatest hits of “Nae access and the fucking bastards”, we tugged and twisted til our arms were lacerated.

Larger grips were borrowed, turns were taken and many angles were considered. Yet it did not move.

Eventually, a deft application of a screwdriver at exactly the correct angle meant it popped out nae bother at all.

It could at least have the decency to look sorry!

The new one was a doddle to fit. Line it up, push it in and clip in the plug.

Then it was time to take a test drive without any airbox. Boomy, bolshy and bloody Nora the speedo works!

Buoyed by such success,  we put the airbox back in and moved to the rear of the car.
The rear end had new springs for the MOT, but it could use something approaching working dampers. Luckily, I’d been given a pair of KYB dampers by my good mate Dome – all I needed to do was dig them out the shed.

Then it was time to start on a simple 4 nut and bolt job. Except, as any Clio owner knows, there is no such thing.

The boot carpet was wet. Very wet.


That looks a touch damp.

Better sort it then – time to to bail like billio. 

Most of this came from the boot.

Additionally we seem to have managed to grow a set of stalactites on the spare wheel

That dried out, and the leak likely tied down to a failed boot seal, it was time to actually do the dampers.

Rubber covers off, and 16mm nuts loosened (using grips to hold the flatted tops of the damper rods).

Next up is getting the rear end up in the air, and the bottom shock bolt loosened 

We found that leaving the jack supporting the rear axle meant that the suspension arms didn’t drop – making lining up the new damper easier.

The difference in resistance between old and new was startling!

To fit the new, we had to make up the top mounts.

1x rubber mount and the brass sleeve are fitted to the top of the damper.

Then the unit is lifted into position, and the other rubber mount fitted from inside the car.

Part way through setting up the mounts.

Then the bottom bolt is put back in.

We waited until the car was back on the ground before tightening up the nuts on the top of the dampers.

The drivers side rear looked to be even worse and leaking fluid

The more observant amongst you will have noticed that the rear exhaust hanger is FUBAR. This is a replacement fitted approx 6 months ago, and I’ll fix it by ordering up a polyurethane version to fit in the holder.

In the meantime, tactical use of cable ties provided at least some support. 

Last up was a wash and hoover.

There is still more to do – she could do with an oil service, new handbrake cables and some new brake fluid.

No doubt it’ll appear here in good time.

Choosing a competent commuter..

I’ve had the E36 320I on fleet for approx 3 months, and have stuck about 4000 miles on it in that time.

I love the leather sports seats I fitted, and the 6 cylinder howl when in double kickdown. I like the smoothness on the motorway, and the way it looks cool.

I don’t, however, like the lackadaisical performance, or the cost/poke ratio. It’s just simply not that fast. The 2.0 m50b20 was never a rocketship,  but the autobox blunts that even further. 

Time then, today, to consider alternative options.. (in a parallel universe!) 

First up, what if I was heading out to my first ever job?

There we go, a mini city. automatic. Grim, but beautiful in its beigeness. Frugal and fun to drive, it’d make the short hop to the video shop a delight.

After a few months of saving my minimum wage, I’d look to get a bit more pep in my step..

Yep, an XR2. 86bhp would likely feel like warp factor after the auto mini, and the sporty looks would encourage full use of the available grip. Much learning would be done, and understanding of “the limit” would be greatly enhanced.

Then along comes a chance – the opportunity to own a bigger Ford. An Escort Ghia.

This is the start if the slippery slope. A quest of ever increasing comfort. Full time hours means more money for metal 

But comfort is not enough. Comfort mush be coupled with pace. Pace can come in two main forms, fwd or rwd, but is best accessed from the GM stable. 

If you were of a Cavalier disposition, you could do a lot worse than a mk2 

Or, if you were a preying Manta, then this was the car for you.

By this time you’d got yourself up to manager, and we’re enjoying making the life of the youngsters “character building”.

Pushing the combo deals, you relentlessly chased down the monthly rental targets, upselling like a champ!

But there was method in the madness.. You’d switched allegiance from the forests and valleys of rally to the danger and downloaded of F1.

You wore the loafers, and you heel toe’d like a legend. The Senna of Souf’en.

With such skills, you need the best of kit to unleash their true potential 

Step forth the Japanese. 

Regional Manager, and world champion in your own head, all is well with the world. Until someone develops a way to stream films over the ether.

But you are smart – you see the writing on the wall. Time to get out whilst the pension plan is still there. 

The lump sum appears,  and your aging back screams for attention – too long it has suffered with the clamber into the NSX. 

You decide to chop it in against something easier to enter.

A sure winner! 

Clio Diagnosis

Thursday night was the time to see if the Clio issues could be diagnosed.

I summoned a mate to help (step forward Dome) and bought a shiny new jack.

As luck would have it, the weather held, and we had the chance to work in warm, dry weather – a rarity in Scotland in September.

We headed out for a short test drive, to see if we could fathom out some more. No thumps could be felt through the car (like a driveshaft that is failing). Despite Dome’s best “dug hingin oot a car windae” impression, we also couldn’t detect any significant untoward movement in the front wheels.

Back at base, it was time to haul out the new jack and get to work.

Ooh, whits that?

First, some good news! New discs and pads, and there are also some new rear pads in the boot.

Then some not so good:

That looks awffy like sealant

But hey, it holds some oil and the engine pulls well.

Back on track..

We couldn’t find any real play in either drive shaft

Moar shiny diskage, and a lack of driveshaft play

So we moved onto the next stage- trying to replicate the fault.

We removed the caliper and disk off one side, and stuck it in gear.

Then it was time for a swift video:

part 1 Diagnosis

As can be seen, this looks like damn odd behaviour.

Part two was highly scientific, and used Mr Dome(s foot) as the glamorous assistant.

Part 2 Diagnosis

As can be seen, it’s violent enough to hammer the engine. Again this points to a problem in the gearbox.

Best guess is that a planet gear has lost a tooth or two – it definitely looks like something a driveshaft change ain’t gunna fix.

Best get sourcing a box then..

Cannock Clio Conundrum

Back at the very start of September, I was idly browsing my Facebook stream. As one would expect, it is heavily laden with car based feed content.

The issue with this is that it brings obvious bargains directly under your nose, along with direct access to contact the vendor. Once that contact is made, things can escalate quickly..

The same device also had skyscanner and my banking app – by now you should know where this is going.

Prior to buying the 320i e36, I’d had a close run thing with a Renault Clio 172. Now I had a sensible daily driver, I was free to fulfill such desires.

Say hello to my little friend.

However, this purchase was a touch more protracted. I stay near Glasgow, the car was in Dudley and had some sort of drive line issue. Help was needed.

This, ladies and gentlemen is where good mates come in. I fired off a message or two and within one evening had the following sorted:

Someone to take the money over, collect the car and store it

Someone to arrange for a tame mechanic to diagnose

Forthwith, a purchasing did indeed happen.

So what had I bought?

A 53 plate Clio 172, with 110k miles, belts and dephaser pully done in 2015. Mot’d until June 18.

I also knew it had no rear interior, and some sort of clunk when turning left..

As you can imagine, the burd was exstatic*

A couple of weeks passed before I was up at OGod O’Clock for a Saturday flight to Birmingham International. 

I’d never flown into Brum before, and was immediately struck by its magnificence. It looks like a test set build for Blade runner.

I met one of the afore mentioned chaps and was taken to the collection chariot of choice.

Start as you mean to go on..

Thereafter a short journey to the tame mechanic in Cannock was completed without incident.

Travelling through the 70s

Cheers to this lot at Martindale for the diagnostics

The tame mechanic had opined that all was not well with the gearbox, so I knew that this was likely to be the repair requirement. I also knew it was unlikely to make it up the road in one piece.

Whilst waiting for Dave with the key, we perused the purchase – it looked much better than I expected!

Dave finally arrived and was his shy, retiring usual self

Then it was time for the first drive. By God did it clunk! But it clunked and drove, so it seemed only fair to celebrate by heading to a well known eatery for a congratulatory breaking of the fast.

If you don’t know where this is, you’re missing a treat!

A fine repast was had, and a couple of potential plans were formed. Plan A was to visit Cannock Auctions. Maybe I could send the Clio up on a transporter, and buy another conveyance home?

It was not to be, as the compound was full of much dreariness and total loss tat. The only glimmer of hope – a Fiat Marea Weekend, was extinguished due to a 1.9 4 cyl jtd, rather than the fruity 2.4 5 cyl.

Not suitable for traversing past the House of York

Crushed by such slim pickings, and emboldened by a radio that worked AND received MW, I decided to venture forth in the Cannock Clio of many Clunks.

£50 of finest shell products were wazzed in the tank, and sustenance procured!

Thankfully the clunking was most evident during low speed, high steering angle events, and it was almost clunk free in straight line driving.

The first leg up to Tebay was OK, bar horrendous traffic from J14-19 on the m6. I got rapidly accustomed to pulling away without shunts due to 20miles of stop/start traffic.

At rest at Tebay

I was pleasantly surprised by the fuel consumption according to the obc, despite clipping along at the limit.

Fed and watered, I set off again. Almost immediately I was rewarded with an EML popping up. But the car was still running well, so I carried on the 130 miles to home.

I’ll read it at some point, but to be honest I was just glad to get it home!

Exploratory fettling is likely this week – so hopefully I’ll update soon!

Thanks again to the folks who helped- much appreciated!

Return of the Mojo?

I’m unsure whether its as a direct result of having a non squeeking daily conveyance, blessed with a silky smooth 6cylinder powered by fuel other than that used by the majority of tractors or if it’s simply the fact I’ve managed to get some sleep.

Either way, the car fettling bug is back and solving some long term issues!

First up was the bane of French motoring life that is the burd’s Clio 172. Approx 2 years ago, I was somewhat overzealous with the electric window switch on the passenger side.

This resulted in a loud pop, and the window dropping  independently of any user input on the button. It also resulted in “Persona non Grata” status for me, as my temporary* repair with gaff tape left much to desire.

A couple of false starts despite careful searching and communicating (with EBay vendors sending PH2 172 motors and regs with the wrong plugs) meant that it remained inoperative until last weekend.

By chance I spied a PH1 172 breaking on mugjotter and sent off a hopeful message. The chap was a pleasure to deal with- plenty information, good prices and fast delivery.

So to work.

Doorcard AFF!

Doorcard removal is simple – a fair few screws, some levering and a speaker to remove.

Then remove the clip holding the glass onto the runner, and wedge the glass up.

Glass Clip AFF

The motor and runnerbcomrnout simply enough.

1. Remove the 3x 10mm nuts holding the motor on

2. Disconnect the wiring clip on the motor

3. Undo the 2x 10mm nuts holding the runner in place

4. Wangle the whole contraption out the hole in the door

Motor AFF

Then we compare new and old


Install the new motor and runner by doing steps 1-4 in reverse order. Then connect up the switch and wang the ignition on.
You should now have updownativity!

The next task was a long overdue service on the e36 320i. It has been on fleet a month and covered about 2000 miles. I try to service new cars when I get them, but this was just pressed into service.

A new air filter was fitted – the old one looking as if it were original

Aye, thats needit!

Then it was oil and filter time. The poor Pela pump was pushed to capacity by the 6L of oil extracted

Thon is Fu’Gutty

The filter is a nice civilised affair on the m50 engine – located at the top, to the front of the engine and secured by a single 13mm bolt.

If only every oil filter.. 

Were this simple!

New filter in, and 6L of finest 5w30 fully synth slurped in = super sewing machine smooth six and a happy owner!

There’s still plenty to do on the e36 but it felt good to make a start!