We met Abram about a year and a half ago and have been following him ever since. It’s not everyday you get to meet a modern day explorer, one who’s keenly passionate about British cars of all kinds. The most recent news from Abram is that he’s come across a derelict TR3. You can see his projects and photos of his epic travels on his website. -Ed.
By Abram Perry
As the tinkering and upgrades came to a good stopping point on my TR6, I set out on a couple short weekend test trips looping out and back 600 miles or so. Once road-tuned I decided that because time, money, and effort was spent bringing this classic back to life, it was the time for a grand tour to really put this contraption to good use. If ever I was to take an epic road trip, now was it! After packing in a few tools, some handy spares, and camping gear, I flipped open my road atlas and pondered, “hmm…what direction to set off in?” I hit the skinny pedal, took to the backroads, and was off into the great unknown—heading west!
Early spring is a great time for touring around the southwest. The landscapes are diverse and filled with National Parks, State Parks, and BLM (Bureau of Land Management) territory. These amazing parks offer spectacular world-class places to explore and beautiful areas to camp. The cooler temps of spring allow a more comfortable cruise through the desert and so many amazing land formations to see: mesas, slot canyons, arches and, of course, mountains. Weaving my way from park to park, so many people were excited to see the classic cruiser out on the road; many getting a “blast from the past” or a reminder of the good ol’ days. Some just curious as to what it was. The TR6 brought smiles everywhere. My journey led from one experience to the next, many that might not have been found in a less adventurous car. It was amazing to talk, swap stories, and explore landscapes with so many different people from all over the world.
After four and a half months on the road, covering 11 states, I arrived at the Sierra Mountains. Weaving through a forested valley floor, the TR made its way into the legendary Yosemite Valley, the bare granite walls shooting thousands of feet up on either side. Waterfalls cascaded off what seemed like every other rock face and wildlife flourished everywhere. After several days of cruising and exploring by day hikes, I decided to see more of the High-Country. I opened up the boot of the TR and carefully crammed what gear I could into my small rucksack. I parked the TR6, threw on a quality cover, and took off into the mountains on foot.
The Sierras are a splendid world only accessible on foot. Such good people from all over the world earn their way up the trail, supplied with only what they can carry. Few places can compare to the remote beauty. My expedition meandered all over the Central High Sierras and then some. There and back again, several times. After six months, and well over 1,000 miles of hiking, I made it back to the TR6. A magnificent journey, I climbed and descended a total of over 237,000 feet on the traverse.
After all that walking up and down, it was refreshing to get back on the open road, especially in a topless car with panoramic views.
Soon thereafter a message came through: ”Hey, I have a Healey that needs finished up and I want you to get it back on the road!” The owner was familiar with the work I’d done on my TR6 and invited me to be a part of their Healey journey. I was excited to have the opportunity to bring a legend back to life. The TR6 once again went on standby as my British car adventures continued to unfold. Onward to the next expedition: I’m homeward bound to work on a Healey!
Taking on an Icon
Excited to tinker on a dream car, I arrived at the garage, tool roll in tote, and pulled back the car cover. Whoa! It was the latest and greatest of the series: the 3000 Mark III Phase II. It definitely needed work, but it was pretty much all there and looked really good given its age. The restoration had begun many years before, got side tracked, and now needed finishing, firing-up, and a few miles on it.
Like many classics of its age, it needed a good refreshing, especially all of the rubber components. So, up it went, carefully onto jack-stands, and off came the wheels. I tackled the suspension first. Classically British with Armstrong shocks all around. Coil springs in the front suspend the A-arms, and leaf springs in the back hold the solid rear axle. Great access is gained to the rear axle compartment by removing the rear seats of the 2+2. The suspension came apart, was renewed and reassembled with new grade-8 hardware, nylon-insert “aircraft” nuts, lock washers, and a dab of Loctite.
The electrical system and interior were next. The wiring harness had been replaced, though it still had connections to sort out and finish. A wiring diagram made diagnosis a straightforward process. The interior was mostly there, but there was plenty to be done. A Moss carpet kit tied everything together beautifully as the interior was assembled. Another touch of light was added: interior dash lights. Upon flipping the “panel light” switch to its second position, the entire dash and footwell would glow—perfect for the evening.
The front bearings looked pretty good, but while I was in there, it was easy and cost effective to install new bearings, grease, and seals. With a little bit of patience, the hubs were properly shimmed, and it was once again ready to roll for many miles. The brake cylinders were, well, kinda gunkified, and I chose to replace the cylinders instead of attempting rebuilds. Bleeding new cylinders with new rubber seals went unbelievably quick and painless. Taking it one step at a time, the air was soon out of the line. With all the bleeders tightened down, we were onto the next task: the drivetrain.
As fire-up neared, the engine, transmission, and rear differential all received fresh oil. The engine had been rebuilt, just waiting for fuel, spark and a spin of the starter. The big SU HD8 carbs were pulled and rebuilt, mainly to ensure the condition of rubber diaphragms and to find initial settings on the carbs. Further preparations were made before the fire-up such as adding zinc to the oil, oiling the cylinder walls, and pre-oiling the engine. Once the spark plugs were installed and ignition hot again, it was ready. It quickly spun up and fired! Twenty minutes or so at 2,000 RPM and the Healey came back to life!
The new exhaust growled with super-car menace! Like many of the British rally cars, an overdrive transmission was optional. Healey even offered three options for gearing ratios within their A-type overdrive units: 22%, 28%, and 32%. This allowed a driver to flip the dash switch in 3rd or 4th gear and either split the selected gears, or give it “longer legs” in top gear, for comfortable high-speed touring.
The frame for the soft-top wasn’t on the car. It was off tucked away in a dark, dirty corner, and in a forgotten state. Although a daunting project, with a little research and careful progress, the frame restoration and top fitment went well and was a satisfying project. The Moss/Robbins top looks great, really setting off the top-up look. With some final buffing, polishing, and three coats of wax, the Healey gleamed.
After a few adjustments, and a bit more gas in the tank. I motored down the road. Having that old-school feel similar to many British classics, it definitely had more oomph on tap, and with a flip of the overdrive switch, there’s no wondering why it dominated rallies in the ’50s and ’60s.
The dream car was delivered back to its owner. I’m so glad I get to share in his pride and joy.
The Journey Continues…
Getting back to the TR6, I found it safely tucked under its cover. I emptied the boot to inventory what I had packed away, and thought about what direction to head next. I found my camping gear ready to go. I heard stories of the Sierra High Route, a mostly off-trail journey traversing the 200-mile crest of the Central High Sierra. Because of the difficult terrain, advanced route-finding, and continuous high-elevation segments along the way, some have come to call it “THE hardest hike in America.” Off-trail hiking is challenging and not for everyone, but if prepared, it is amazing to see such landscapes just like the early explorers and Native Americans.
Preparation is key to both mountain hiking and British cars. So is a sense of adventure. Whether on the road or off, for those who dare to take the path less traveled, the world is a bigger and more wondrous place.
'Abram Was Here, Too' has 1 comment
February 9, 2017 @ 9:28 am Bob
Loved your story. I am the proud owner of my dream car, a 1939 Chevy 2 door Master Deluxe. I also may be the even prouder own of a 1972 Triumph Spitfire MKIV. The Spitfire came my way as the result of my father in law’s motorcycle accident. While he survived, the damaged to him made it extremely difficult to get in and out of the car. So he decided to sell it and offered it to me for a very fair and for me I felt a very low price. I was okay with taking it mainly to help my in laws. Keep it a couple of years and I’d sell it. We got it going and on the 45 min. drive home I had more fun than allowed by law. It has been with me for going on 3 years. It resides next to the ’39, which has gotten 3 very small fixes, the Spitfire 35 upgrades, including paint, interior (up coming) rims, leaf spring, shocks, coil, complete new brakes, seat belts, visor, window seals, radio, and speakers (Polk Audio marine) and more. A lot done and more to do. The articles that I read American vs British… American are more factual while the LBC’s have heart and a story and almost always personal. I have a 3 car unheated garage and a 4 car heated garage complete 2×6 framed and insulated, with 1/2 inch oak paneling…you can guess where the Spitfire stays. Hey it is personal. Right price and the ’39 is gone. The Spitfire stays!