Thursday, July 18, 2024

On Fisheries, and Sustainability. Louis Shalako.

They are going, literally, to the ends of the Earth to catch a few tonnes of fish.







Louis Shalako



Fishing and sustainability.

With global climate change, unregulated deep-sea fishing, ghost fleets and pure, unadulterated human greed, fisheries will begin to crash. It has to happen—it will happen, and it is happening.

(Please don’t tell me ‘there are too many people in the world’, as if this offers any kind of obvious solution. One which offers no support, no effort, not one iota of sacrifice, from the likes of you. I will be honest, sir, one, just one, of you is more than enough. You do acknowledge that you are assuming that you and your family will be among the last to be sacrificed.)

This will happen all too soon, and to much apparent surprise from the folks who should have known their own industry best. The cascade of effects which result from the sudden and sustained loss of so much cheap, or even ‘free’ protein (what with all that slave labour, surely the most inefficient form of labour of all, although Sarnia City Councilor Bill Dennis may have an opposing opinion), will have serious social consequences, in some cases leading to famine, which we more normally associate with the failure of land-based cereal crops—surely not here, but somewhere else in the world. Otherwise, we might have to do something to prevent it. A crash in fish stocks, combined with a concurrent failure of cereal crops, will be catastrophic, and no one is safe and no one will be immune from the consequences.

Naturally, it will be the poor who suffer most, and the marginalized who are saddled with most of the blame—the guys launching their boats into the surf off of West Africa, and working for four dollars a day. They and their families are really going to suffer.

I used to love the Brunswick brand kippered snacks. These were ‘kippered’ herring, and they were wonderful with mustard, perhaps a little black pepper—to pour a little liquid honey on there was something of a revelation.

My buddy Gilmore introduced them to me, and he wasn’t even a Newfie. Back then, we would experiment with peanut butter and mustard sandwiches, I kid you not. Peanut butter and pickle, peanut butter and banana. You get the idea.

And one day, they all disappeared, and you can’t get them anymore, and they have never been seen on a grocery store shelf since then.

It seems that the fishery had crashed, and herring was no longer on the menu.

In this rather privileged marketplace, Sarnia, Ontario, most people eat a little seafood on some regular basis. Yet the fish sticks have a sixteenth-inch slice of actual fish, and the rest is all breading. It has become a heavily-processed food. It ain’t exactly cheap either. I like my shrimp, I like my breaded scallops, I have a few pan-sear frozen fillets in the freezer. Truth is, they’re not very good. I fantasize about grabbing some of that wild-caught fresh pickerel off the native guys. Just when I have the money, they run out, and just when they have it, I run out…of money, I mean.

And yet, I can also buy chicken, beef, pork, any number of foods to substitute. I can get a junior cheeseburger for three and a half dollars. To us, fish and seafood is a kind of luxury, perhaps part of a balanced diet. For too much of the world, fish is a vital staple of the everyday diet. These are the folks who will be affected most.

The more privileged of us, will survive on chicken nuggets, Kraft dinner, and pizza pockets, and not only that, but we will look like it, too.

(And ketchup. Don't forget the ketchup. - ed.)

And the rest of the world ain’t much going to like it, either, going hungry, I mean.

Then there is the guy who spends thirty or forty grand on a boat, thousands on tackle, and he's a bit disappointed when he can't catch anything.

Where there is famine, there is war, revolution, the mass migration of peoples…this is what I mean by consequences.

***

BREAKING NEWS: in a heist worth an estimated $400.00, local fat guy swipes tin of sardines from food bank, uses parkour skills to escape. (Photo by Earl.)


In Maritime Canada, the cod fishery collapsed in the 1980s and 1990s. The government put a moratorium on fishing for ground-fish. A people’s whole way of life was threatened, (and Newfies are nothing if not people), and there was just a huge amount of angst. Estimates of the fishery and its productive capacity were flawed, and one would think those mostly affected, would have known better in some sense, in that catches were collapsing, even as quotas remained the same or were even increased. This is what happens when everybody in town wants some little piece of whatever action there is.

The only trouble is when the pie keeps shrinking…

Just yesterday, at a conference of ministers of provinces and territories, the Premier of Newfoundland and Labrador not very politely asked the federal government to butt out of provincial affairs, specifically in regards to the fishery…it’s not that they are incompetent when it comes to managing the fishery. No, the real problem is that it is part of the commons, and of course it must be destroyed as quickly as possible, for the greatest possible benefit of the smallest number of ‘taxpayers’ and ‘stakeholders’, in the shortest possible time. And it will happen.

Oh—and this is when they’ll be bitching and whining, pissing and moaning, and wondering why the federal government—and the ‘taxpayers’ and ‘stakeholders’, i.e., all the other Canadians whose only real interest is to eat a bit of seafood once in a while, aren’t stepping up to the plate in our good, old-fashioned, highly-despised but still indispensable, socialist manner and help a poor old guy, not very bright, but something of a cultural icon, ah, out.

Ladies and gentlemen—the fisherman, an icon. Sacrosanct and beyond reproach, right.

And tell me it isn’t true.

It is also probably true, that for too many years and for too many people, fishing represented cheap food and cheap protein and cheap profits. It was a cheap and easy way to make a living, with romantic images of some Newf in a dory, hanging out baited lines and hooks, pulling up a few ground-fish, (bottom-dwellers - ed.), cod and halibut and the like, just like The Old Man of the Sea, and don't forget all of them National Film Board documentaries, all of which were a kind of feel-good propaganda in their own right. And one day, it was all gone.

***

Just trying to snag a salmon for the free bait...

Years ago, a guy called Swimmy and I went down to the banks of Cow Creek in Bright’s Grove, Ontario. We were out for a crop-tour, and he was interested to see if the trout were running, which happens in the autumn in the Great Lakes, as opposed to springtime for Pacific salmon, for example. (Check this fact, Louis. – ed.)

We weren’t fishing, we were just having a look. It seems guys would try and catch the run, and they would use the triple hook lures and stuff to snag spawning adults. They would drag them ashore and smash them on the head, and then cut out their guts, and take the roe—fish eggs, ladies and gentlemen, and that way, they could dry them out, save them in baggies and film canisters, and get themselves a couple of dollars’ worth of ‘free’ bait.

Swimmy and I found a few dead fish, but we didn’t see any live ones in there, and one sort of has to consider that a fairly small run of lake trout had been wiped out at the breeding grounds.

Funny thing was, no one ate those fish—all they wanted was the bait, the eggs, ladies and gentlemen.

Various species run at different times, ladies and gentlemen...


***

The Bluewater Anglers have a hatchery, right on the waterfront by the water pumping station at the ‘mouth’, which is actually the effluent of Lake Huron, (it’s going out and not coming in), of the St. Clair River. (They call it the mouth, otherwise they'd have to admit it's the asshole). They raise and release thousands of fingerlings each year. It is a way of giving something back to the lake, the river, and the sport they love. That part seems all right. Yet one wonders what would happen if they stopped. Would the sport fishery in Lake Huron and the St. Clair River simply collapse? One would hope not, as this is kind of serious stuff. One also wonders how the commercial industry sustains itself, or how it hopes to do so, if they are not putting something back into the system…you know, when a simple tin of salmon is four or five dollars, perhaps even more for the premium brands in high-end grocers, it really should offer some kind of a clue.

So, do we honestly believe that China needs to claim or conquer some obscure underwater reef or shoals hundreds of kilometres outside of their legally-recognized economic zone. Which just happens to be within, the economic zone of some other nation, for example the Philippines. Of course not—it’s not about security or sovereignty. It’s about claiming cheap protein as their own. It’s about feeding one-point-four billion people cheaply, and remaining in power as the sole and only source of authority, and stability, in a country that will quickly become a powder keg as soon as the costs really begin to skyrocket.

This would also have consequences.

And our local commercial fishery, our local sport anglers would bristle with indignation, at the suggestion that they weren’t doing everything in their power, in order to sustain an industry and a sport they so profess to love.

That's probably true of the provincial government as well, and now MPP Bob Bailey, Conservative, is bristling with indignation. Well, you have earned it, sir.

As for myself, I like to express an opinion once in a while, for example, when I mentioned the challenges of reforestation here in southern Ontario.


END

 

I'll give you $240,000.00 for number six-forty-one...

The Collapse of the Cod Fishery. (Wikipedia)

Purdy’s Fisheries, Sarnia, Ontario.

China Seizes Taiwanese Fishing Boat.

China Anchors Ship on Disputed Reef.

Indigenous-Led Watershed Initiatives.

Record Price for Tuna Approaches $800,000.00. That's one tuna.

The Challenges of Reforestation. Article Briefly Mentions Stream Rehabilitation. (Louis Shalako)

Undamming the Klamath River and What Happens Then.

Record-Breaking Heat. Climate Change is Real. (CBC)

NFB Trawler.

Illegal Stocking of Remote Lakes Destroys Ecosystems.

First Person: The Collapse of the Cod Fishery. (CBC)

Louis Shalako has books and stories available from Google Play.

See his works on Fine Art America.


 

Thank you for reading.

 

 


Tuesday, July 16, 2024

Classics: Late Model MGBs in Blue. Louis Shalako.

(For illustration only. This is not from any current Kijiji ad.)

 


Louis Shalako


In a previous post, I spoke about a vehicle that is available within a few blocks of my home in the Sarnia central city area. It's not running, and it needs a fuel tank.

I'm not too interested in a vehicle if I cannot hear it run, for example, (red 1973 MGB locally, $5,000 asking price), but parts are available. There is a fuel level sending unit, there is an electric fuel pump, there is a hardware kit, which begs the question of rust...what if the bottom of the vehicle is really rotten? What if you break off bolts when removing the tank, or if they come out nice and clean, why not just re-use the bolts that were there in the first place. If the fuel tank is still in this vehicle, then the sending unit would also be there…it might not work, in which case, you put fuel in it and the gauge reads zero. Still, at this point, the vehicle should run—and if you can get it started, look for blue smoke and listen for rattles and knocks from the engine.

We are assuming the engine has run at some point in the last few years—hopefully. Many experts advise not starting such an engine, and simply pulling it out and sending it off to professionals for assessment and hopefully a rebuild. Finding a fairly fresh, used engine, is somewhat of a remote possibility. Other than that, try not to spend too much.

The question here, on my budget, is risk. 

There are better gambles out there.

You can find out all kinds of things with a quick internet search. Here is the fuel pump location, for example.

Here’s a Youtube video that takes us through a step-by-step description of the necessary parts, and then the installation, of the MGB fuel tank. (Maggie’s Makeover)

In a previous video, the gentleman talks about a rebuild of the engine, transmission, and an overdrive unit. He also does cost breakdowns for both the fuel tank and the rebuilds. The figures are accurate enough, bearing in mind U.S. dollars, (I live in Canada), the fact the video was produced some appreciable time ago, and also, the fact that he may have used a different supplier—I do a quick check, but some entries are fairly exhaustive in the sense there are a lot of suppliers, and that’s a good thing in terms of competition for your, and my, dollars.

This is one of two available late-models in medium blue...it presents well in pics. 

It is also true that prices vary by quite a margin.

The next video is about the rebuild of the MGB four-speed manual transmission. Getting it apart is half the battle, in a video I watched some time ago…the average owner will probably not attempt to do this work on their own.

Anyhow.

***

Back to Maggie’s Makeover for an engine and transmission rebuild. I don’t anticipate purchasing a vehicle with the electric overdrive, that’s one point. He spent an extra $1,000.00 U.S. to gain an estimated 30 % horsepower. He spent something like $7,500.00 U.S. on that engine and transmission. So much better, if we simply didn't have to do that.

Some of that comes down to our attitudes. This is not a muscle car and why treat it like it should be one...??? I do not have an automotive shop, I don't have an engineering firm. I do not get any write-offs on my income taxes for this one. It is not a promotional cost...

Other videos I have found discuss the earlier 3-synchromesh gearboxes, common to the MGA as well. Also, we might learn just how to take the thing apart and pull the guts out of it, and the techniques may feature a certain commonality. Assuming you have a spare gearbox, and time on your hands, it’s hard to say if you would save any money by full or partial disassembly, (and then turning over a bunch of parts in a box to the rebuilder), or whether it’s worthwhile to rebuild it at all. If you can take it apart, you should be able to put it back together. You'll need oil seals, but the videos are pretty clear. You need tools and a place to work, which I do not have. 

The gearboxes are pretty robust to begin with, and the average driver shouldn’t have too many problems with it, assuming it’s in good shape to begin with.

This is like a really severe update, added in two or three days later, but this 1963 Florida car is listed at $39,000.00 Canadian dollars on Kijiji. It's a creamy white colour with a red interior.



I hate to go out on a limb, here, but that car is just effing gorgeous.

(This just goes to show how dumb Louis actually is, but the colour is 'pearl'. - ed)

This MGB Historic Racer claims 155 bhp and seems like a lot of fun to drive.

We are still watching the Kijiji ads for MGBs. Today there were 36 ads. There are two late-model vehicles, both in a sort of medium blue. They do have the detuned and pollution-controlled engine. Yet they are nice looking, whole and complete, and seem to be driveable.

Many of these ads have been up for about a month, and I have to admit to being a bit of a bug on this subject lately…

As stated in a previous post, there are issues of logistics. How in the hell do I get a car from Ottawa or Oshawa, back to Sarnia. To pay someone to pull that onto a flatbed and bring it here, that's an easy thousand bucks in my quick and dirty estimation. Then there is the question of where in the hell do I park it, how much does it cost to insure, when do I get to actually drive it anywhere, and all of that sort of thing

At this point, the whole thing remains in the realm of fantasy.

It’s a nice colour, though…these are both in the $8,500.00 range.

The ad caught my eye, and it's in fucking Ottawa...
 

END


Buying Low-Budget British Sports Cars.

Classics: Buying MGB (or other) Sports Cars.

Classics: Buying an MGB, Part Two.

Classics: On Buying an MGB. Part One.

Using High-Ethanol Fuels. (Driving)

 

Louis Shalako has books and stories available fromGoogle Play in ebook and audiobook format.

 

See his works on ArtPal.

Illustration purposes only.


Thank you for reading.

 

 

 

 

 

 

 

 

 

 

 


Wednesday, July 10, 2024

Buying a Low-Budget British Sports Car. Part Four. Louis Shalako.



Louis Shalako



You got to have a plan, Stan.

How much you gonna pay, Ray.

It’s just another toy, Roy,

You better listen to me—

There’s fifty ways to empty your wallet.

Especially, with an MGB.

 

How did British Leyland lower the compression ratio on the MGB engine, from 8.8/1 to 8.0/1, circa 1973: deep-dish pistons. Ergo, therefore and thusly, the block and the head are the same as previous years...maybe. These are the deep-dish pistons, this cylinder head (below) has larger valves installed. The ad states that the last three owners all had intentions of restoring this vehicle. $1,000.00 in Collingwood, Ontario, an easy 200-miles from Sarnia.

And is true, that my crusty old minivan will pull a max of 3,800 lbs. and you can rent a utility or car-hauler type trailer by the day or the week or whatever.

Looking at the photos, I would say that my old ’71 roadster had the shallow-dish, in fact the little raised ring was perhaps a bit smaller, a little further out from the cylinder wall. The difference is unmistakable but only if you have seen the other type before. If you are totally a first-timer, you may not spot that without prior research or information. 

(Assuming you take the engine apart in the first place. - ed.)

All of those holes are for oiling, cooling, and the eight holes on the far side are for pushrods.

But this ’73 project car would definitely be an 8.0/1 compression ratio engine, with significantly less power than the ’71, which was rated at about 95bhp and 104 lb-ft. of torque—yet the vehicle would still have the dual carbs, it would still have air injection, which most folks simply remove, and it would not have a catalytic converter, for example. (And this would be a good time for a guy like me to go off, read up on it and either check or confirm my facts.)

This gentleman has an interesting blog post on the subject of rebuilds, oil pressure, and oil consumption and things like that.

The Locost mentioned in the text appears to be a one-off, home design.

Larger valves, the water control valve.

Ah, nice. You can see the water control valve for the cockpit heat and windshield defogging.

The link for the parts car is already dead...

How hard is it to take the rubber bumpers from a later model MGB and replace them with chromies. I had wondered, my instinct is that the turn signal castings, lenses and gasket are 'probably' simply re-used from previous iterations. Some guys simply rewire the N. American side marker lamps and that now becomes the turn signals. The frontal visibility would be somewhat reduced, but they’re prepared to live, or to die with it. (It probably does skirt the letter and intent of the law, so you might want to get the safety check first and do the mods later…) Otherwise, you have to cut a couple of rectangular holes in the fenders, not quite centred under, but below the headlights, bearing in mind the curve or conformity of the original castings. Or, you can buy period-correct fenders which will have provision for these lamps, which are stamped and the mounts do stick out from the curve of the fender. 

The actual 5-mph collision-safety bumpers also required additional structure. It was an add-on, which interferes with the simple bolt-on chrome bumper mounts. You can get those fenders new or used, one would think. All it takes is patience. And money. If a company modifies a vehicle, they may not have bothered to drill them holes, where the old bumpers attached. What looks simple at first glance will, inevitably spawn complications. The same could be said of modifying any vehicle. And quite frankly modern cars are not meant to be maintained or repaired by the owners. Fifty years ago, the more enthusiastic owners thought nothing of putting in new spark plugs, changing their own oil, air and fuel filters, burned-out bulbs, or doing brakes and things like that.


***

The rear bumper does not have lights in it, but the additional structure must be there, in order to sustain a 5-mph hit.

This guy has done away with the front signal lights, in the images. This is the classic position for turn signals in the early models.

This MGB is a ‘project car’ listed at $1,000.00, in Burlington, Ontario.

(Link will be dead at some point.)

…The Plan Spawns Endless Complications.

 

Let’s say you do buy that later model MGB, with the rubber bumpers, the ride height increased by one inch, and the engine detuned and pollution controlled, with the result that it is heavier, handles much less well than the previous models, and the horsepower is much reduced. What is the best thing to do with that car? Bear in mind, in a previous post, I concluded that a clean body-shell is ‘everything’ to quote myself, which is a bit like the guy who represents himself in court and has a fool for a client.

I’m a writer, quoting myself.

Why not try a low-ball offer. Why not see if you can get the machine for a little cheaper than the asking price. Why not see if we can get it through a safety check, why not register the thing in our own name, why not put insurance on it, the bare minimum of insurance, and why not just drive the thing as it is. Why try to pretend it’s something that it is not? Let’s not delude ourselves into thinking that it will fetch thirty thousand poonds at auction. We’re simply not playing at that level, but we are playing, and sometimes that alone is enough.

Knowing that you probably aren’t going to make bags of money on your new purchase, influences the decisions about how much to put into it. If you gave someone a completely disassembled MGB or other sports car, and they put it all together again, it’s really only going to be worth so much in the marketplace—and if you really have twenty or thirty grand laying around, you can just go buy a much better car…at a high-end auction. You can also probably afford brand-new parts and any modifications might be done by seasoned professionals. You might be looking for a car that’s original, matching numbers and all that sort of thing, rather than something cobbled together by someone who maybe shouldn’t be doing such things…

It’s a low-budget sports car, true, but that is only a relative concept. It’s not a race car, it’s not a show-car, it’s not a street racer, it’s not going to impress your friends, but then they all think you’re an idiot anyways—they may love you in spite of yourself, but they still think you’re an idiot.

Here is one example. You have the 1977 MGB roadster and you want to upgrade the power, go back to chrome bumpers from the classic era, and you want to lower the machine by one inch. The later model vehicles use the front sub-frame from an MGB V-8. The company welded one-inch steel plates, (probably), under the ends of the sub-frame, in order to mount the suspension…the front sub-frame is held in place by four big bolts, then there is the steering rod and the steering rack to consider, then there is the independent front suspension, and then there are the brake lines, an anti-roll bar, etc.

Assuming you can unbolt and disconnect, you have to lift the rest of the vehicle off of there, dismantle all of that, and then you have two choices. You can try and cut and remove the one-inch steel plates, or you can try and find a front sub-frame from an earlier model, or try and get a new one from some supplier somewhere. You can try to get adaptive bits and pieces (new or re-engineered aftermarket parts) in order to just bolt on and not go that far with the dismantling. You may or may not be able to use the original springs. The plates, in my interpretation, simply push the springs an inch further down, and the shocks are still bolted on top of the sub-frame. This would, in fact, change the geometry of the steering and suspension, which is one of several reasons why later models are not noted for handling. I would have to examine two different cars side-by-side, listen to an expert, or get the proper information somewhere. This is where those online forums are so useful. They’re riddled with expert mechanics, and more than happy to help a fellow enthusiast. They might even have a few things to sell, right? And we are sort of interested in buying.

Those pesky turn signals. 1972 U.K. version.

It’s not an easy job, and one would think having done all of this, it’s a good time to check that steering rack, replace the flexible brake lines at the very least. Naturally, when you take all that apart, you may consider new bushings, bearings, brake pads and rotors and all of that sort of thing…such a simple little plan, and yet it spawns complications.

The rear end may be a bit easier, it is unclear at this point if the rear leaf springs are simply jacked up by shackles, or whether the company found some other way of recycling old parts from the bin, bearing in mind the MGB was showing its age at this point, (1977) and clearly did not justify major expenditures in terms of re-design and re-tooling at the factory.

The importance of a clean body shell. There is simple cosmetic appearance. There is structural strength, and then there are the niggling and persistent little details. In a vehicle of some age, we might decide not only to replace the flexible brake lines, but also the steel brake lines. I have done steel brake lines, borrowing the flaring tool, purchasing the raw steel tubing; piecing all of that together. The problem comes when you go to hang that on the actual vehicle—you need screws, clips, rivets even, and the bottom of your vehicle is rotten. Where are you going to drill all them holes—you can’t drill a hole in air, and screwing or riveting or clipping something to some surface that is corroded or paper thin is a lose-lose proposition. The problem at this point, is that you are already committed.

The same goes for the fuel lines. Just substituting fuel-resistant rubber hosing on wire garbage-bag ties under the vehicle may be a low-cost option for the fuel lines, but it really isn’t going to work for the brakes, which operate at a higher pressure.

Interestingly, for many of the conversion-type jobs listed above, you can probably get some kind of estimate of parts and labour…from somebody, somewhere.

Our surprise pick for this post.

Before you even buy the car—helpful information, to be sure.

Here’s one of those terrible truths that aren’t all that much fun to confront. If I don’t have ten or twelve grand for some reasonably complete and driveable little sports car of any description at all, (option one), I probably don’t have ten or twelve grand to fix up a wreck, assuming I had the tools, the knowledge, the experience and the facilities, (option two). If I honestly thought I could find ten or twelve grand over the next year or two, then I could also, probably find ten or twelve grand to pay off a loan on a vehicle that was clean, whole, complete and driveable from the beginning. Five years ago, the rate was 8.99 %. I checked the other day, and it is now 14.5 % in this town, for a personal loan. So, cash would be decidedly better.

The first option is clearly the better one. I just want to have some fun, and the rest can wait.

 

END

 

 

A 1980 MGB, in red. You could do worse for the price. 

The MGB Experience.

The MGB Register Forum.

My Surprise Pick from the 22 Recent Entries from Auto Trader Ca.

Just listed; Right Around the Corner. Needs Fuel Tank, Not running. ($5.000.00. '73 MGB)

Looks like a trap.

Classics.On Buying an MGB.

On Buying an MGB. Part Two.

Buying an MGB (or other) Sports Car.

Uhaul. Rent a Trailer or Whatever.

Images. Mostly stolen. 

Check out Louis Shalako’s The Art of Murder, an audiobook available from Google Play.

See his works on ArtPal.


Thank you for reading, ladies and gentlemen.







 

 

 


Sunday, July 7, 2024

Classics: Buying MGB (or other) Sports Cars, Part Three. Louis Shalako.

Triumph Spitfire. Sven Homberg.








 

Louis Shalako



Okay. I have been researching British sports cars from the past, and I have found a very small number of Triumph Spitfires in Ontario. Kijiji is a free online ad service. There are other websites, some of those cars go for a lot more money. Arguably, some of those guys know what they're doing. For a car of this type, $8,200.00 seems a reasonable asking price, so-called haggle or wiggle-room, is actually a wider split than some much more modern used car, one that is intended to be a daily driver. My point here is that it is not really practical transportation, and you have the option of low-balling an offer and if it is not accepted, then just walking away.

The seller has the option of saying no way, Jose.

That seems fair enough.

I can't even say these cars are rare, (they shouldn’t be), but it's possible that people are just hanging onto them. I can't even drive a Spitfire, I can push in the clutch, but when I go to let it up, my knee hits the bottom of the dashboard...there is not enough space to slide the left foot down beside the clutch. In other words, a very small car, even for the time and place. This is the best of maybe three vehicles, (I found 31 results for MGB recently), and the sort of average price makes fixing up a project car kind of a lose-lose situation, in terms of the money. I've always liked the front end that tips forwards, exposing the working guts of the vehicle, and of course, the GT-6, a two-litre, straight six coupe version is one of the most attractive small car designs of all time. How do we price such vehicles? The online Kelly Blue Book sort of websites only seem to go back to the year 2000. There must be other websites for the serious buyer or collector.

The M.G. Midget is also inaccessible to me, it’s simply too small in the cockpit for me to drive it.

It's all wonderfully accessible...$8,200.00.

I believe the 1975 Spitfire has the longer trailing arms on the independent rear suspension, and that it cornered at an impressive 0.87 on the skid-pad. I get this sort of info from the Wiki articles and other sources listed below.

In a previous blog post, I mentioned a red Spitfire with a Chrysler alternator. Fuck, I’m looking at photos online, but with this one, I really have to wonder.

Is that you, Dave…???

I’m just going on memory here, but the Spitfire had a very tight turning circle, the steering wheel taking 2.3 turns, lock-to-lock, and nothing much under the fenders to obstruct the cranking of the wheels. Visually, you can see the attraction of lifting that front end and there it is, all accessible. The GT-6 has been called the poor man's E-Type for just this reason.

If you can’t see that, this might not be the collectible car for you…

In the photo, the left front tire is wearing on the inner area, probably an issue of alignment, you may want to replace the tie-rod ends. Yet the overall package seems good, and the very small number of available vehicles sort of answers the question for itself. It’s going to cost you money—how badly do you want to do this, sort of thing.

The radiator has an overfill tank on this model, and the windshield washer bottle is up by the firewall. It helps to know what you’re looking at, rather than driving all over the place, doing the research first-person. I am, quite frankly, educating myself, before even picking up the phone and talking to a real, live person with a car to be sold.

This example is at least worth having.

I’m time-tripping again. I agree, a mechanic who cannot plug into the diagnostics would have to have some direct knowledge and experience. In this town, that would be a rarity. Larger cities in Canada still probably do have their very professional, enthusiast-mechanics. I may be the most qualified guy in Sarnia, population 72,000. Don’t get me wrong: there are Porsche and BMW mechanics in this town. They’re working on fairly new vehicles and have all the dealership and factory support they can handle. If you brought them a 356, they could fix it, and they could probably fix an M.G. as well. This would be at the prevailing shop rates. There are jobs you don't want to do yourself, that's especially true of rolling around in the driveway, in winter, or rain, or heat, and trying to fix something that's better left to the pros.

The black ’78 MGB pictured has over 102,000 k, according to the ad, although that is more probably miles.

I’ve seen some interesting cars just rotting into the ground, with trees growing up through the floor and what’s left of the roof. The only thing there is the castings, perhaps the glass, a few fittings, instruments perhaps. Yet you can buy rebuilt and new parts from any number of U.K. and U.S. suppliers. Obsolete Automotive is right here in town.

With this company, I reckon it’s mostly online sales, mail order, and stuff like that. The amount of walk-in traffic would be minimal.

Open up the doors, and you see why the sills and the transmission tunnel are so important structurally.

Nice. I know I can take the thing apart and put it back together again. The real problem in Canada is corrosion, and some projects just aren’t worth starting. You have to know when: that is a parts car and the rest is scrap metal.

(See previous blog post. - ed.)

Yeah, people pay to import Carolina or ‘southern’ cars. The red MGB locally, purports to be just such a car. Price: $12,000.00. Sounds good, but not exactly a money-making proposition.

Nowadays there are all sorts of tutorials on Youtube. That being said, I’d just pull the motor and take it to a professional machine shop or ship it in a crate to someone with a good reputation. All it takes is cold, hard cash…

…This is the straight dope: when I go off of disability, I will get a raise of $300-400.00 per month. The average new car these days is $66,000.00 here in Canada. Ten or twelve grand for a good B almost seems reasonable. The thing is, to have that daily driver. The M.G. is more for pleasure.

$8,100.00.

Behind our shop in the wilds of Plympton-Wyoming. There are fourteen storage units, last I heard, the rate was $180.00/month. The doors are at least ten feet wide, and the units at least fourteen feet long, just going on eyeball and instinct. A hundred-foot extension cord. A couple of work lights on poles. A bench across the back, a few tools, a good manual, and I could work on an MGB. I could build a low ramp and get her a foot or so up off the ground...you can buy cheap metal ramps for oil changes, just for example. If I was going to drive the B for the summer, I could leave the minivan outside, clean up the unit and I would not have to pay the monthly fee...right. If one must have some kind of a crazy dream, we might as well go into some detail. And if the opportunity should arise, we now have some semblance of a plan.

If I had any brains at all, I’d make myself some kind of authority on the subject, and then write a really helpful and entertaining book about it.

The price on the black ’78 has been reduced, from just under ten thou to $8,100.00. Okay, the later models have many knocks against them. But in terms of this marketplace, a clean body shell is everything. With a good monocoque, good steel in all the right places, everything else is possible.

All it takes is money, time and a good dose of passion.

The bodywork on this machine looks fair in the pictures, bearing in mind the age of the vehicle, Canadian winters; road salt, and simply being left outdoors. I’ve always wondered what Jay Leno had against rain. Jay has cars worth hundreds of thousands of dollars. As for myself, I hate to see any interesting vehicle parked in the long, wet grass for any period of time. They deteriorate so much more quickly. That includes relative cheapies such as the MGB or Triumph Spitfire. 

I could have work space for a price...

This vehicle is 46 years old. The basic engine is the same as earlier models, it has been detuned and pollution-controlled. This is one of several knocks, considering an 18-second 0-60 time.

(Link will become dead when it sells.)

…Looking into the engine bay, we can see an overflow tank on the aluminum radiator, the old Tudor drink-bottle style washer fluid bottle has been replaced with a larger unit. This is a single-barrel Zenith-Stromberg carburetor, the rectangular thing on top is the air cleaner, and we can still see the old EVAP cartridge thingy behind the washer bottle.

The brake and clutch master cylinders appear to be newer, much larger units. The exhaust manifold is unchanged, and that is a stock M.G. alternator of 35 amps. I’m thinking the old, copper radiators had the hose going to the thermostat housing from the other side, in my recollection. If you look closely, you will see the hot water valve on the side of the engine and the upside-down oil filter cartridge.

I would think that before tearing a bunch of stuff off of this engine and trying to convert it to a previous spec, (thereby gaining thirty or so horsepower), you have to be familiar to the type that you are building it to, if you take my meaning.

The author is relying on limited knowledge and a lot of memories. Mistakes of a technical nature in the text are his responsibility and his alone.


END

We talk about this engine in the text. To be objective, this engine and this car are not hopeless.

Classics: On Buying an MGB. Louis Shalako.