Our first report of 2014 and plenty of
progress has been made!
Steve has fitted 4 new mud flaps complete with stays and from our
previous list of outstanding jobs several have now been ticked
1. Complete the painting of the rear panel.
A job deferred until the weather warmed up,
this was something that needed doing with the coach moved forward
from it’s usual position to give better light. The boot doors have
proved troublesome as the positions of several of the screws which
attach the fiber glass doors to the wooden framework inside had
begun to show through despite being well countersunk and back
filled. It’s taken several sessions of rectification to make these
‘disappear’ and we can only hope that vibration will not make them
rear their ugly ‘heads’ again in the future! Anyway, the paintwork
is finished and we will now be able to add the Yelloway ‘garter’
transfer, boot lock handle, rain and weather strips, bumper trims
and number plate lights.
2. Finish the fitting of the upper
Completed including the plastic/rubber infill
and the end caps. The channel on the ‘double height’ trim halfway up
each body-side was a fraction wider than the single trims and the
infill required careful application of adhesive to stop it from
simply dropping out. A relatively straightforward task but another
which took hours to complete not to mention giving me back ache from
all that bending over and sticky hands from the Evo stick.
3. Purchase and shape some wood battens as
internal support for the lower ‘D’ section stainless trims and fit.
Wood sorted. The original black plastic
backing strips which this trim profile section sits in was in poor
condition so we have made use of the best pieces for the offside and
used some ‘Supreme’ rubber versions for the nearside, indeed all the
nearside trim has now been fitted with stainless steel screws to
match. Offside sections are awaiting cutting to size. We were
recently donated some rare ‘new old stock’ plastic end caps for
those sections on the access panels (thanks Andy) although we will
still need to make some more to replace the missing / broken
4. Fit the wheel arch trims.
Still outstanding as we are struggling to
source a ‘U’ shaped rubber which sits in the channel on the trim.
Without this the trim would ‘chatter’ on the body-side panels. A
compromise may be to use an ‘L’ shape instead as I have found a
rubber which is deep enough nut is a fraction too wide.
5. Complete the front light panel.
Still outstanding. The paintwork needs a
topcoat before the stainless steel backing plates for the headlights
can be added prior to the headlights themselves being attached.
Finding some 5 ¾ inch Lucas fog lamps is proving rather difficult.
6. Fit the stainless trims around the light
panel and add bumper trims.
7. Add material to rear end internal pillars.
Trimming rear window aperture
8. Visit Manchester Museum of Transport to
measure / trace the name-glasses and legal lettering on HVU 247N.
9. Get said legal lettering made up and apply.
A supplier yet to be sourced who can make up
the required transfers – we already have ‘fuel’ and ‘water’ from our
own stock but need ‘emergency exit’, operator details and vehicle
10. Carefully varnish in logos & lettering.
We are hoping to apply the large body-side
Yelloway rising sun logos shortly.
11. Somehow get the ‘Yelloway’ lettering onto
the inside of the front & rear name-glasses and fit.
Local sign-writer located and we hope to
deliver the 2 name-glasses to him shortly.
12. Add light and trim fittings to rear panel.
See above. Brand new ‘coffin’ light lenses
13. Re-fit remaining door rubber.
Here we have come up with a problem. Well 2
actually. All those years ago when Steve replaced the wasted steel
framework at the bottom of the front nearside pillar he didn’t take
into account the subtle curves of the body profile, replacing the
metal with a straight section instead of one with a slight curve to
it. This became evident when we couldn’t work out why the entrance
door wouldn’t close without forcing the door edge brush into a
distorted shape at just about the centre trim height. With the front
fibreglass moulding attached to this pillar and painted there is no
way to rectify the shape of the metal so a solution involving
altering the shape of the door brush, or how it mounts to the body
is going to have to be investigated.
Problem 2 centres around where the entrance door butts up against
the large vertical rubber which is attached to the first pillar of
the body side. Upon fitting this rubber the entrance door will not
fully close. Although the large rubber is very slightly misshapen in
one or two spots it is the correct rubber for the application so
attention has turned to the rubber on the door edge which we suspect
is not the correct profile. Inspection of a similar vehicle on site
would seem to lend credence to this thinking. Further investigation
is required but other outstanding tasks have shunted this down the
queue for now.
14. Replace all missing screws in luggage
racks (window side) and clean up.
New stainless steel screws fitted.
15. Re-fit all windows.
In December we took delivery of our new window
rubbers - from NuFox in Middleton - for the side windows (at great
expense!). The guys there were a pleasure to deal with and are
thoroughly recommended. We had to pay for a tool to be made as this
profile is no longer a stock item, so if any other Plaxton Elite
owner requires new rubbers you may use our tooling for a small
charge (contact us).
Previously we had purchased enough rubber to replace that for the
front and rear screens (still a stock item) although the centre
‘bar’ was of a different profile. Luckily this too is still a stock
item with COH Baines Ltd so a suitable length has been purchased.
May Day weekend has seen us take the plunge and after setting up the
trestles Steve gave a skill full demonstration on how to fit windows
(some assistance from myself just at the right times)! This really
is a tricky thing to do and I would recommend that it should only be
attempted by someone with the required knowledge and preferably
experience if broken glass is to be avoided. In our instance it will
also help to have an extra pair of hands too as the large body-side
windows weigh a ton and are not easy lift with the rubbers attached.
Saturday May 3rd saw us
re-fit the rear screens - after washing off 10 years worth of
accumulated workshop grime first. They put up a bit of a struggle
for a while but we won in the end. As can be expected for a vehicle
of this age they are not without numerous scratches.
Refit of rear windows
The roof destination box glass has also been
permanently fitted, sealed and the lock strip inserted.
Unfortunately our route number blind has torn, this being a paper
one it has deteriorated with age and a replacement will have to be
After an early start on Sunday the front
screens went in much quicker although the driver’s screen is showing
signs of beginning to de-laminate so a replacement will, at some
point, be required. The nearside screen, like the rear ones, is
suffering from quite a few scratches which it has acquired during
it’s working life – not from storage as all the screens have been
living in WEB 410T for the last 6 years or so. Anyway, they are in
and what a transformation it has made! New wiper units have been
fitted as the originals were past their best. The next session Steve
is hoping to seal the rubbers before adding the chrome locking strip
(lace) to finish them off a treat.
Bank Holiday Monday and an even bigger
challenge would be to fit the first of the nearside ‘picture’
windows. At over 7 feet long these are heavy buggers just to move
around the workshop let alone lift 5 foot up onto the trestles. We
managed to fit and cut to size the rubbers for the first 2 windows
but deferred attempting to fit them until we can find someone to
lend us a hand for a couple of hours as this will be a 3 man job!
Refit of new window rubbers
16. Re-fit wing mirrors.
17. Full interior clean up and polish.
Awaiting completion of the window re-fit.
18. Finish rebuilding / re-foaming seat backs.
Several more seat backs have been
re-built over the winter months with 10 now having been completed
and sent to the trimmers. Work on the rear ‘five-way’ is almost
complete. We have had the first completed seat returned to us for
approval and although it looks great the trimmer hasn’t quite got
the lines of the material to line up centrally with the headrests on
the rear so before we take any more we are asking them to make sure
they get this correct. To say they probably haven’t had to trim this
kind of seat in a considerable number of years, they haven’t done
too bad. One thing required to complete them is an aluminium beading
which runs down the edges of the shoulders - something we have yet
1 Refurbished seat set
19. Pay for re-trimming and
fit seats. See November 2013 entry.
20. New tyres.
21. Paint wheels.
22. Purchase correct pattern
Tippers Vintage Plates in
Cornwall manufacture 1973 style plates with the raised plastic
numerals (amongst others) – thoroughly recommended as they turned
our order around in 24 hours! CDK has now got an identity
again after 10 years.
23. Get the steering wheel
24. Final mechanical check.
a chance browse of Ebay earlier in the year turned up an exhaust
brake mechanism of the correct pattern as per that fitted to HVU in
the Manchester Museum. The one we previously purchased we believe is
for a Leyland Leopard and Steve had just finished modifying it when
I announced I’d found the correct type!
Steve has carefully fabricated
some plates to attach the unit in-line with the exhaust tube off the
manifold and the tail pipe and the completed unit has now been
fitted. The airline to the solenoid is still in place (but
disconnected) so we just need to establish how to set it up
correctly with the micro switches.
Friday 9th May
After a short 3 hour stint all
the N/S windows are now fully fitted.
A massive thank you to Mick Baker
of Nationwide Coach and Bus Glazing for his very kind help.
Thank you Mick Baker
Thank you Steve Pye
as from 24th June -
After 26 years
CDK is a