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The old Nanorex cluster and my Al Foster-phase Pearl Prestige Session kit.  Click on either for a larger image. If you lost this card, print and shove into the glove box.  You will eventually find it handy. Tarun Car, a name which sounds unfamiliar to many is amongst the most popular shops for Number Plates and Stickers in New Delhi. I'm using the Pepsi type font on my i20, the usual Emboss style wasn't going well with the i20.
Finalized on acrylic number plate (it was cheap and looked great to me) and the job done was pretty much to my satisfaction. Originally Posted by fine69 tsk13: Though I didn't refer your name yet but would mentioning it cost me anything less for A,B pillar tapes? Originally Posted by fine69 Went there to get the number plates done for my swift and also the A,B pillar black tape.
As the Mopar Blog pointed out this week, the entirety of the 1971 made-for-TV (and later, theatrically released) film Duel is now on YouTube. Join us each week for interviews and discussions with the foremost personalities in the collector car hobby. In the early years of the 20th century, automobiles in the United States were governed by few laws, and those on the books were, at best, loosely enforced. The material on this site may not reproduced, distributed, cached or otherwise used, except with the prior written permission of American City Business Journals. We walked back down Spring Garden, to Barrington, passing the old cemetery and continued on to Morris and the HH. A half carafe of Valpolicelli, some wonderful panini bread and olive oil, set the stage for a delicious plate of frutti di mare. The evening was warm and pleasant, so we walked down to the water and along the Ocean walk.
On his advice, we set off along the highway and followed signs that indeed said A’West Mabou Beach.A“ The road to the beach is sort of primitive, but we managed to find the ocean-side parking lot. We were dining at the Inn this evening, so all we had to do was walk next door to the main building.
The Maitland River basin gave us our first glimpse of the tidal phenomenon that is the Bay of Fundy. At Walton, we stopped, at this bend of the road, to admire one of the now familiar triangular white light houses, with red tops.
In the Annapolis room, we were seated by the picture window, with a fine view out over the ocean. We got a score card from the pro shop, looked around a bit and then drove over to Digby on the water.
The sun was shining brightly outside and we had an hour to wait for our plane, so we ventured outside to enjoy the day. Soon enough, the time came for us to venture inside and board our West Jet for the two-hour flight toHamilton, Ontario. Some timbers had been saved and these were able to be used as patterns for the new body and to ensure that, as far as possible, dimensions were correct and allowed the whole body to be assembled and allow the existing doorsA  that had survived intact, to fit the new frame.
The Lajpat Nagar based shop needs no formal advertisements, not even a board and is a Supplier to many Car Showrooms, Accessories stores, Service Centers and other car dealers. He has seen me passionate about stickers since childhood, the first sticker being the Address of my home.
Earlier, license plate colors were changed annually, and plates had to be reissued every year as a result. I actually think I have more hubcaps hanging on the walls of my garage than old license plates. We paid our $3.75 toll(CDN), passed through customs and followed the Queen Elizabeth Expressway North, to Prudehomme Bay, on the Westernmost edge of Lake Ontario.
Room # 201, on the ground floor of the second building, is large and comfortable, with a sitting area.
We had noticed two Italian restaurants on South Street, two blocks over, and decided to try one for dinner.
The kilted, scots guardsmen were just emerging from their barracks, for the dayA•s tour, as we walked along the ramparts and enjoyed the view far out over HalifaxA•s harbor. We sat for a time, at the front of the gardens, and watched the various streams of people walk by. The choices of food here are many, but we settled in on very large bowls of seafood chowder. We enjoyed a glass of Merlot, listening to the rhythmic lilt, of a guitar and fiddle player, performing.
It is a wonderful collage of pastels, of the sea front Inns and restaurants all looking out to sea. Last, we saw even larger A’scallop draggers.A“ These behemoths dragged the seabed for scallops. One anomaly was a curious old codger, wearing a foot ball helmet and riding a A’dartA“ that was equipped with mirrors, a horn and a windscreen. It is a huge salt-water lake,on Cape Breton Island, that is popular with fishermen and boaters. Later, we sat on the porch, overlooking the ocean, and sipped a glass of cabernet in the late afternoon.
We checked out and then walked one last time around the grounds of the Keltic Lodge, admiring the sea views all around us.
The sea-views, from Pleasant Valley to Chetticamp, are beautiful and much worthy of the ride down the trail. We continued on to Dunvegan and stopped at the A’Glenora Distillery.A“ It is reputedly the only single-malt, scotch distillery in North America. Mary dropped off some post cards in the Canada Post building and then we stopped for sandwiches and tasty fries at PinnochioA•s. We drove back to the Duncreigan Inn and settled in, with a glass of Mondavi Cabernet, to write up our notes, chill out and recover from the days journey.
A small sitting room, with six tables upon a patio over looking the inlet, sufficed for the dining area. There are absolutely no gas stations, cafes or even rest rooms in this area for a two and one half hour stretch.
The town had originally been settled by Americans who were dissatisfied with the results of the American Revolution, after the 1784 Treaty of Paris.
The Pines, like the Keltic Lodge, is an A’end destination,A“ a place that we would love to spend several days, playing golf and enjoying the amenities. We walked the grounds again, enjoying the ocean air and the crisp smell of approaching Fall. We walked through the town, admiring the quaint architecture and enjoying another day of sunshine.
For $8.50 each, we entered the small botanical sanctuary and walked through the quiet 10 acre grounds. They timed each flight between commercial take offs and landings at the Halifax air terminal. The emerald green of Nova Scotia, and the deep blue, of the Bay of Fundy, passed beneath us as we gradually climbed to 40,000 feet. As well as the doors, various metal panels remained to be used and allowed measurements to be confirmed during the construction. But a couple oddballs came into my possession recently, making me reconsider that part of the old car hobby.
We flew along the North Shore of Lake Ontario, and then across New England, before we saw the deep blue waters of the Bay of Fundy and began our approach to Halifax airport. We found the restaurant that we were looking for, A’il Mercato,A“ but it was closed for the holiday.
Large groups of students were chanting something or other as they walked by in funny costumes. It houses small exhibit on the Titanic and a much larger one on the Halifax Harbor Explosion.
The RumrunnerA•s Inn, The Admiral Benbow Inn and others vied for the many tourists who come here. Tee shirt shops and art galleries competed with the A’Spinnaker InnA“ and many other small restaurants for tourist dollars. The bright green of dampened algae, newly exposed by the lowering tide, sparkled in the sunlight.
A Wolf Blas Cabernet led us into two dozen mussels and some Ingonish Chowder, then some wonderful halibut covered in poppyseeds.
It starts out high in the headland of Cape Smokey, and meanders downward over hill and dale, through scenery that makes your eyes glad.
Some times we would be headed up some steep ascent, with stunning views of a treed vale behind us. We did rescue some decent coffee from a Tim HortonA•s, before setting onwards towards the Canso Causeway.
The end of that road also took us to a wild and wooly cape, with a few upscale vacation homes perched on a steep and grassy hillside that looked out onto the ocean. Two well-constructed, two-story and wooden-shingled buildings sit in a leafy defile, just off the highway and looking out onto the small watery neck of Mabou Inlet. I managed to trade some pleasantries with her in German, but it had been some time since I had used the language and was verbally rusty.
A small blockhouse, similar to the French Castle at Fort Niagara, sits in a levelled depression. As if from nowhere, a supersonic F-18 fighter plane screamed over the airport terminal above us, roaring skyward in a vertical spiral that was awe inspiring to watch. We missed the turn off for the A’Queen EA“ and got a tour of the industrial areas of HamiltonA•s waterfront, before finding our way back South. When undertaking work of this nature on an amateur basis, tools required include band saw, jig saw, work bench with circular saw and a router. What I also found out was that even if one places an order of number plate elsewhere (anywhere in Lajpat Ngr 1 auto market) there's more than 50% chance that these guys would actually be doing the job for them.
We would see tomorrow that the beautiful Halifax Public Gardens and the pricey Hotel Lord Nelson sat nearby, at the top end of this street. We could see several Canadian Coast Guard cutters and a submarine in dry dock, just beyond the walk. It was still sunny and gorgeous out, so we decided to walk down to the Alexander Keith Brewery on Lower Water Street. Just across the road, sits the A’Old Fish Company and Nautical Museum.A“ It had formerly been a fish processing plant.

We stopped for coffee and sat in the sun,on a small seaside patio, admiring the harbor area and the sparkling turquoise sea.
It features winding seacoast roads that are fun to drive and a visual feast on a sunny day.
Finally, we turned into one of the more famous resorts on the Atlantic seashore, The Keltic Lodge.
We stopped first in the sitting room and listened to a lone folk singer play mournful ballads. We prepped for the day, packed our bags and had coffee in the room, while watching the morning news shows.
We could see steep red bluffs across the bays, then far sea-scapes sparkling in the morning sun.
At other times, we would be careening around a very steep bend and come upon the blue flash of the ocean in one of those A’wowA“ moments you get when touring, when you come upon fabulous scenery. The wind-swept sea grass and rural character of the area has the appeal of a Wyeth painting. We encountered only four other people, on the mile long beach, as we walked its length and back, enjoying the wind, the waves and the sun.
We were glad that we had chosen to explore to day and see the area beyond the borders of the highway.
We waved goodbye to a slice of beautiful earth that we might never see again and will always want to return to. Gentle rolling farm land sprouted clumps of sparse population, amidst the greenery and furrowed fields of farm country. It was fascinating to think of the titanic surges of ocean water that ran back and forth through here every day. Two rest rooms were also located conveniently for tourists and maintained by a volunteer lighthouse preservation society.
We were tiring from the day, so we headed back to the room, to write up our notes, relax and chill out before dinner. We returned to the room and read our books, before being carried far away but the sand man.
The commercial harbor area, where the shrimpers and other fisher men berth their craft, extends out into the small neck of water that leads out to the Bay of Fundy. Blueberries, honey,maple syrup and home made crafts drew in the locals and tourist in droves. It is surrounded by earthen breast works and a series of cannon emplacements that look out on and dominate the entrance to the bay.
A wild marsh area sits near the riverside end of the property, for enjoying the avian life that sheltered here. The U.S Navy A’Blue Angels aerobatic teamA“ were joining a Canadian military air show at the airport. I can only imagine the feeling of soaring through space and time, at supersonic speeds, high above the earth where only the wind and dreams venture.
We passed over New England, then followed the South Coast of lake Ontario across all of the cities so familiar to us.
The A’Queen EA“ was loaded with traffic hurrying Southward, to Niagara Falls or Niagara on the Lake, for Saturday night revels.
The latter is not always as useful as it appears since its use requires templates and guides to be made to enable the router to be operated on the many-angled pieces of timber and hand work is often easier and quicker. A road runs around the perimeter of the citadel and afford beautiful vistas of Halifax harbor.
It is a two-mile stretch, of wooden board walk, that runs from the Casino to the cruise ships docks, just past Morris St. We walked back along the ocean walk, enjoying the bright warm sun and the deep blue beauty of the ocean beside us. The Canadian Government had ordered three of its Coast Guard Vessels, with divers and supplies, to the Gulf of Mexico to help out the Hurricane Katrina Victims. Then, we side tracked onto Rte # 333, into one of the more storied sights on the coast, PeggyA•s Cove. At the Cape Breton end of the causeway, a narrow, dredged channel allowes ships of all sizes access to both coasts.
We decided that any number of delays were possible on a ferry and took the longer land route around the Bay. It was as pleasing a ride as Big Sur in California, a new and grander vista around every bend. It features gentle rolling hills, dotted with conical silos and prosperous farms, along the ocean.
A tasty spinach salad, then a salmon filet, in dill sauce, was followed by a blueberry glace and great coffee. We could see 35 foot red bluffs out across the river and marveled at such an ebb and flow of water every six hours. We were nearing the head of the Minas Basin of the Bay, where the tidal drop can swing as much as 53A• in a single day. The degree of finish depends always upon one's own skills, whether using machinery or hand tools. I didn't inquire much at Tarun Cars since I couldn't have gotten them done anyway but I think they did say something about other cheap tapes shrinking. Students, bums and transients abounded as we walked up Morris and over Queen Streets, to the central shopping district on Spring Garden.
We walked back, along Lower Water to Morris, and then to the Halliburton House, to settle in and read. The fortification had been constructed in the mid 1800A•s to protect Haligonians from the A’cantankerous AmericansA“ to the South. It is lined with shops, sailing ships at berth, restaurants, markets and all manner of things that attract tourists. She was a late 19th century fishing fleet vessel and could hold up to 300,000 lbs of cod in her holds. With all of the guide book hype that we had read, we figured this area for a real disappointment.
The metal bridge over the channel is one of those swivel bridges that are engineering marvels. It is two lanes, with wild twists and turns, in a Monte Carlo -style, 30 km run through the pine forests. An 18 hole golf course, a condo complex and The Atlantic Restaurant lead into the two-story wooden splendor of the Main lodge. We retrieved our books and sat out on the lawn, in wooden Adirondack chairs, reading and gazing far out to sea.
We packed up, checked out of this beautiful hotel and drove over to the 18 hole, 6,000 yard, golf course, just down the road.
An American, from Texas, was speaking with a drawl so heavy we could hardly understand him. Two hundred years of weather had wiped clean the names on the slate gravestones, another lesson of history. We stopped to fill the thirsty metal monster with gas,($45) and then drove the last few miles to the airport and the Alamo rental center. Similarly, the work bench with circular saw is useful for ripping sheets up or cutting straight sections of timber. We enjoyed glasses of Cabernet as we munched on Caesar salads and a delightful A’seafood medleyA“ of halibut, salmon, scallops and shrimp.A“ Coffee and a sinful blueberry and ice cream dessert were wonderful ($134). We read for a time and then surrendered to the sandman, pleased with a full day in Halifax. The changing times of the day, the different shades of light and shadow would keep him busy forever. We sailed through Eastern NS and arrived at the small town of Antigonish, some two hours later. Then, we were driving along the coast and the views were spectacular, like the big Sur area in California. How they ever got this talented a chef, in a small hamlet like this, is a mystery, but this woman could cook!! We ambled along, at a much slower pace, enjoying the palliative of the gentle surroundings. The curves in the "A" and "B" posts prevent the bench being of much use with the shaping of these pieces.Whilst these notes detail the full body reconstruction, normally only selected areas require repair. The noisy and ungainly craft took us up the hill, around the Citadel and past the Public Gardens , feeding us a steady stream of information, laced with tongue in cheek humor. The two fish processing plants had closed and much of the remainder of the fleet was headed for the scrap yard. A narrow road leads into a rocky point, with a large and picturesque, angular,white light house, with a bright red top, standing upon a rather large pile of huge boulders.
We enjoyed some wonderful Ingonish seafood chowder and crab cakes for lunch, on the patio over looking the Bay. We unpacked our gear, checked the mail and messages and then crashed, tired with the dayA•s travel. The rate quoted is very competitive considering the matte black tape he uses, I've the same on i20's pillars with no complaints till date.
A series of ascending, switch-back roads made for a nerve tingling ascent of 800 feet, in a short space of road, to the top lookout area of Cape Smokey. We came upon a whole squadron of cyclists tooling along the back roads, in all of their colorful new-era biking gear. It had been an interesting trip, to a land of sea, sky and beauty that we will long remember. Parts for small repairs can be measured against a similar section on the opposite side of the car whilst a full rebuild will require dimensions to be taken from a similalrly bodied car if possible.
Inferior quality tapes are available at dirt cheap prices but will shrink soon, this has been experienced by my friend.
We read some of the interpretive sign-boards, explaining the ebb and flow of the tides, and enjoyed the seascape.
Be aware, however, that coachbuilding techniques did not usually allow for interchangeable parts and whilst each side of the car is similar, there may be small differences in measurements from one side to the other.
We had to shift our seating, to trim the boatA•s balance, before setting off on our harbor tour. The A’ollies (oldsters) had finally left, so we stopped by Tim HortonA•s for coffee and muffins. Coachbuilding techniques usually called for two men to build a body each dealing with one side of the car and assisting each other where that was necessary.

We chilled out for a bit and even caught a brief afternoon nap, like Ozzie Nelson, my hero. Both had to work from drawings and it was expected that dimensions would never be more than one quarter of an inch different between sides.
Generally, this meant that, for example, if the distance from the A-post to the C-post was 60 inches, it would be this, within the quarter of an inch plus or minus but the doors might be found, within this dimension, to be slightly different in lengths between sides and this has to be taken into account when doing repairs, of course.
Another aspect of making repairs, rather than building a complete body or part of one is that a new section has to be fitted within the already established metal skin - where the skin is panel-pinned to the timber, these pins have to be pulled out and the metal pulled away from the wood enough for the new repair timber to be fitted when the metal is tapped back into position and pinned into place. Splicing in repairs such as this can seem far more difficult than building the complete body from scratch, except that it is much quicker - and in the long run easier - to repair than rebuild.It is recommended that a full-size drawing be made of the parts or, in the case of a full rebuild, the actual body itself. This latter will require a sheet of drawing paper to be cut measuring ten feet six inches by four feet six inches and pinned to a suitable flat area. Individual timbers can also be reproduced from these sheets to the actual shape that will fit correctly with all the appropriate angles and shapes.
Where existing parts such as doors are available for fitting, the drawing should include the actual measurements of the doors so that they will fit the body on completion.Joints are generally of the halving joint type that gives a solid joint but allows some flexibility in the structure, this being a design requirement. The difficulty in making some of the joints is primarily due to the different planes in which the timbers come together, making measurements difficult to work out.
The joint then becomes stronger but flexing of the chassis and body will transfer movement from the glued joint to another and may well cause problems in due course. Time cost money and time to paint the internal wooden parts was an unaceptable delay in time and added cost. Repairs to a body should well include painint exposed timber sections to reduce the influx of water where appropriate. The old glues failed over time and also attracted woodworm!The A-post is generally at a 15 degree angle - this is, therefore, the angle for the windscreen and the front door timbers but should be checked since coachbuilding techniques allowed this angle to vary slightly from car to car.This view shows the car, chassis number 100389 at the stage reached in Feburary 2002. The vertical member of the sill is bolted withcoachbolts to the three brackets which are located close to the A and B-post brackets and just forward of the base of the rear wheelarch timber. This latter mounting corresponds to the C-post pillar that is attached to the wheelarch itself near the top of the arch.The A and B-posts themselves are reinforced with solid, half round metal brackets bolted to the top of the chassis outrigger brackets and screwed to the inner faces of the A-posts.
The B-posts are attached to the chassis brackets just aft of the bend in the chassis so that the front door rear face, being the hinge pilar for the door, is angled to accept this position.
The front and rear doors' outer skinsA describe a slight curve in the horizontal plane between the A-post to the C-post , the line starting at the radiator shroud and continuing along the bonnet, through the scuttle area and doors to the rear of the boot surround.
This is also the line of the swage that is picked out by aluminium beading from front to rear.
A curvature is also apparent in the vertical plane most noticably on the B-post where the doors curve inwards at their bottom edges and again at the top to the top rails of the body. The original Crossley parts were made from solid ash and steam bent to shape before trimming to the curve of the rear side of the car. However, it is likely that only a part of the arch may need repair and this can be done using three millimetre bending plywood (or one eigth of an inch), fitted together in layers using a modern epoxy two-pack adhesive. Making the whole arch is as easy as making a section since the metal edge of the body can be used to provide the curve needed to construct a pattern in plywood. If only a short section of repair is needed, then only that area needs to be reproduced in the jig. The wheelarch shape should be marked on a sheet of plywood and two pieces cut to this shape. These pieces are then joined together with blocks of timber about one inch square and three inches wide. On the inner rim of the connecting block, on one of the plywood sheets, an aperture of about one inch square (or larger, depending on the clamps being used) should be cut to allow the top end of the clamp to grip the block.
The clamps will hold the bending plywood in place against the shape of the wheelarch whilst the adhesive is curing. About twelve clamps will be required, at least three being of a suitable size to cover the widest part of the arch - sash clamps being the type- the remaining nine can be "G" clamps.
This allows the clamping force to cover the whole length of the arch for a solid unit.The bending plywood sheet needs to be cut into three inch wide lengths from a sheet of about eight feet by four feet, each piece being eight feet long. Each strip is coated with adhesive and placed against the template and held loosely in the clamps until all eight strips are in place when the clamps are tightened. Each strip should be level at the front end of the wheelarch template so that the uneven ends will be at the ear where they will be cut to size on completion.These views show the pattern in the shapes of the wheelarch curve withstrips of bending ply for the wheelarch alongside.
In front is the first wheelarch removed from the pattern after the adhesive is fully cured.The lower picture shows the bending ply strips on the pattern and clamped with six"G" clamps and three sash clamps.
The sash clamps go across the whole pattern structure and provide a solid base for the new arch. About 24 hours is usually sufficient to modern two-pack adhesives at reasonable temperatures.
If the timbers at each end of the wheelarch are in good condition, then these will be a good guide for cutting to length.
Where there is little to provide this guidance, then the full size drawing will assist at this stage.The wheelarch is about three inches wide at its widest point but will need to be shaped to follow the body curvature in the vertical plane - after it has been cut to length as detailed below. Fixing will depend on the joints on the remaining existing timbers but there may well be metal brackets to reinforce the joints.
On the Crossley Motors body, a block of timber joins the rear of the wheelarch to the boot side frame whilst other builders use a metal bracket in a "horseshoe" shape to join these sections. The front joint, where the wheelarch meets the rear of the sill is usually a butt joint with screws andA metal brackets to secure the joint. With the drawing on a level surface, place the rear door on the drawing in line with the sill and B-post and place the new, un-cut wheelarch in place until it follows the line of the rear metal body behind the C-post and then check that the wheelarch follows the curved line of the rear door.
When the wheelarch is in line with these points, both the sill and rear ends of the arch can be marked for cutting.
Here, a section can be spliced into place to cpver the bottom twelve inches - or whatever is required - of the post to the sill. The A-post has the most complicated shape due to the angle of the sills and the curvature of the body. On the B-post, the angles on the front and rear faces are similar, being wider on the interior side to accommodate the door tapers.
When setting out the complete rebuild of the body, without other references, care must be taken to ensure that the A-posts are at the correct angle for the door front adges - usually 15 degrees - and the line of the lower windscreen base allows space for the steering wheel to be turned without the drivers' knuckles being too close to the windscreen or sill. The side panels are of metal with folded edges that bolt or screw to the top of the main sills and then screw to the scuttle side frames for added support and strength. The angled base of the tool box section against the front panel of the scuttle should be cut accurately to ensure a strong unit.
Internally, the tool boxes are divided by a vertical panel on top of which is a thin panel fitted between the two lids. The bottom of the tool boxes is a sloping panel, the angle being shown by the line of screws on the side panel - this allows the front passengers' feet to reach the toe board. Sliding locks will be fitted to the tool box lids once the car is finished and the panels painted matt black. No lights were left with the car when purchased so these are being sought during the rebuilding period.The lower view shows the lock, door window winder and door handle used by Ruskin Motor Bodies for the Regis. It shows the difference in locking systems, the Crossley body having locks fully recessed into the door frame as opposed to being added to the interior face. Similarly, the Crossley body windows operate on the "balanced" principle that requires no winding handle, the Ruskin type being the normal one requiring a handle. The doors and rear metal panels covering the sides of the boot and wheelarches were available so that the timber frame could be made to enable these items to fit into it. This is the reverse of normal bodywork procedures where the frame is first made and the door frames made to fit then all the body is "skinned" - that is, the metal cladding is fitted to the frames of body and doors. During the construction of the body, therefore, it was necessary to consider the position of the rear panels so that the distance from the scuttle to rear was maintained with doors fitting the new frame with appropriate clearance around the door frame and main framework. The rear window frame was made early in the rebuild but was fitted only at a later stage since it was found that the roof panel that covered the rear of the roof (turret) and the side to the windscreen top rail did not reach as far as the windscreen top rail. It was realised that the rear window frame was supposed to lean forward at a ten degree angle - it had been fitted vertically - and the C-posts were supposed to lean forward at a four degree angle, not vertically.
These small changes made a great difference to the body as did the height of the rear window frame.
Modern straps may be of different thickness from the original part and the slots must be adjusted to accommodate them.
On the front doors, the check strap is anchored on the B-post and slides through the slot in the rear vertical frame of the door with a "stop" on the end of the strap within the door to prevent it from coming free.
This strap is secured underneath the reinforcing bracket that holds the B-post in place on the chassis outrigger bracket.On the rear doors, the strap is not anchored at either end.
Within the door, the strap has a "stop" or rod through the end to prevent it coming free and slides in the rear frame slop of the door but also slides in the slot of the C-post, again with a "stop" on the end. Inside the area behind the C-post is a metal plate between the strap and the outer panel to stop the metal "stop" fro damaging the outer skin should it twist at any stage of its operation.On all the doors, the hinges also provide a backup system since the hinges have a "return" on them that prevents the hinge from opening more than the ninety degree position. This arrangement on the hinges will not, of course, hold the doors that open if the vehicles is in motion since the speed of opening would pull the hinge flap out of its screw fastenings.
Ensure that the doors are positively closed when driving!The boot lid is also held in the open position by long leather straps fastened to the boot lid edges and the top frame of the boot aperture.
Wiring connection details are basically the same as the later CJR3 unit as shown in the wiring list on this site. The CVC unit is mounted o a wooden frame on the tool box front and not directly to the tool box. Areas of aluminium that are missing will have to be replaced with new aluminium and joined to the older panels.A All the wings will be fitted and the bonnet and running boards made by a professional company beforeA the wings and running boards and bonnet are removed for painting.
Gallery 1 Gallery 2 Gallery 3 Gallery 4 Gallery 5 Chassis List Handbook Instruction Manual Specification. The degree of finish depends always upon one's own skills, whether using machinery or hand tools. The front and rear doors' outer skinsA describe a slight curve in the horizontal plane between the A-post to the C-post , the line starting at the radiator shroud and continuing along the bonnet, through the scuttle area and doors to the rear of the boot surround.
When setting out the complete rebuild of the body, without other references, care must be taken to ensure that the A-posts are at the correct angle for the door front adges - usually 15 degrees - and the line of the lower windscreen base allows space for the steering wheel to be turned without the drivers' knuckles being too close to the windscreen or sill. The bottom of the tool boxes is a sloping panel, the angle being shown by the line of screws on the side panel - this allows the front passengers' feet to reach the toe board. Once the paintwork is complete, everything will have to be re-assembled.A At least, the end is in sight!Copyright 2009 Crossley Regis.

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