Post by 504gld on Feb 7, 2005 20:07:42 GMT
sorry system restricts posts to 10,000 charactors, so on to part two.
The engine concerned me, the smoky output from the makeshift exhaust was thick and white. The fuel advance knob on the dash board didn’t work, but this was fixed with DW40 on the pump. With the knob pulled out the smoke would clear a little, but soon as the engine was warm it would automatically retract itself and back to smoking. The discussion forum on GSF, pointed me to slacken and shift the pump altering the timing. I had nothing to loose, although the age means its not subject to accelerated diesel smoke testing, only visual it would not be fit to pass. It worked, and with its Roto Diesel injectors overhauled by LSUK, runs clean again – with the odd puff!
The rear brakes were the next job, stripped, cleaned and painted back plates, with new Delphi wheel cylinders, and Ferrodo Shoes. The springs were a bit of a puzzle pulling the shoes together for a while, but were mastered in the end. The handbrake cables were removed and new ones fitted (from Dean Hunter). Whilst each wheel was off, I took the opportunity to dig in hard with a screwdriver along the PVC sealant factory spray to rust proof the arches. Where there looked the odd iffy bit, I used the electric wire brush to remove it back to metal, prime it and Hammerite it. Around 3 of the 4 inspection bungs at the bottom of the arch slight rust had started under the PVC, so this was repaired. A torch shined along the inside of the seals showed good clean painted metal, like new thank goodness. Whilst on the rear I replaced the anti-roll bar bushes (genuine parts), and checked the rear drive shaft gaiters.
Attention then moved on to the front braking system, the callipers were removed, and stripped down. I sourced genuine part overhaul kits using the 504.org part numbers at Fussell Wadman, and after heat painting and baking in the oven, fitted these and reassembled. The suspension was cleaned and painted, and the callipers refitted. The front flexible brake hoses were renewed with Delphi ones and the rears with Sasic, and then came the task of renewing the metal brake pipes. All four pipes from the flexible to the brake were replaced, the rest being in good order. The master cylinder whilst working, was very rusty and I would not trust it. It was also replaced with a new one, and the fluid tank cleaned out and reassembled.
By this time the weather was hit and miss, and progress slowing, so little jobs like fixing the hole in one of the door bottoms was done. It was always planned that it would be a rolling restoration, so paint was not applied, leaving it for the warm summer ahead I hope. The non-functioning washer pump was renewed, and new light bulbs fitted, and the pre-heat glow plug timer renewed which was playing up. The gearbox and rear differential oils were renewed, though the tight access to the gearbox filler made filling interesting.
A conversation with another Uncle, whose owned several 504 saloons, and a pickup revealed I hadn’t removed the front panel between the bonnet and windscreen. I was told “they rust like old tin in there”, and how their pickup truck was always full of rain water! Panic over, as I hoped, like new, apart from a little straw, although the panel itself won’t miss a clean and paint in the summer.
Internet shopping at The Bodyshop warehouse in Andover allowed me to select a new Bosal exhaust from the on-line graphical catalogue, delivered next day ready to fit, although still available for the 504, the fixing kit was discontinued. A phone call to Dean Hunter who supplied some of the other parts sorted out the hurdle.
The car was then ready for its first MOT in just over 11 years so I used my week holiday to get her ready. I finished by fitting the Bosal exhaust, renewing the manifold gaskets as well at the same time. A deal was truck on 5 new tyres from a local company, and the one of the final tasks was to replace a leaking coolant hose, flush and refill the system. This went all without hitch. My last task was to find out why my speedo was not reading, I removed the cable form the gearbox, and with the help of an assistant turned it by hand and the speed showed. Refittting the cable solved the problem, for about 10 meters! I had found the cable had snapped, leaving a length in the gearbox drive. As the cable moved in its casing it would drive intermittently. A new Valeo cable fixed the problem, just in time for the MOT.
MOT testing for diesel engine vehicles pre 1979 does not involve the no load accelerated smoke test, just a visual check so “Zandra” wouldn’t fail! At the local garage, she was examined and commented upon, and was given clean bill of health first time. The front brakes, very extremely efficient and body in excellent order.
I have now driven her as everyday transport for 300 miles so far, and in proving problem free so far. The big diesel with 70bhp has a lot of work to do with a big car like 504, so performance isn’t breath taking. The torque handles the pulling very well though and once in top gear happily accelerates briskly in urban traffic. On the open road crusing at 50-55 is comfortable and the big comfy seats make it a joy, and over taking slower traffic surprising capable. A 5 speed gearbox would possibly be a future project, donated from a 505 model. I am very pleased with my 504 diesel, she turns heads and you know people think, when did I last see one of those! Hopefully in the warm summer, she will receive a make over!
---
Throughout this restoration, it has not been a headache to get parts, all credit to Melksham Motor spares, Dean Hunter Peugeot Parts, The Bodyshop Warehouse and Main Dealer Fussell Wadman in Devizes, oh… and Halfords!
Regards Matthew Tuck (Bournemouth).
update - now 650 miles , alarming noises from the car, transmission main shaft was suggested. Turned out cost free, two slack bolts within the exhaust system, thank goodness. Next thing is to fit a new sump gasket, the old one is dripping and leaving a fine coating over the sump and gearbox.
The engine concerned me, the smoky output from the makeshift exhaust was thick and white. The fuel advance knob on the dash board didn’t work, but this was fixed with DW40 on the pump. With the knob pulled out the smoke would clear a little, but soon as the engine was warm it would automatically retract itself and back to smoking. The discussion forum on GSF, pointed me to slacken and shift the pump altering the timing. I had nothing to loose, although the age means its not subject to accelerated diesel smoke testing, only visual it would not be fit to pass. It worked, and with its Roto Diesel injectors overhauled by LSUK, runs clean again – with the odd puff!
The rear brakes were the next job, stripped, cleaned and painted back plates, with new Delphi wheel cylinders, and Ferrodo Shoes. The springs were a bit of a puzzle pulling the shoes together for a while, but were mastered in the end. The handbrake cables were removed and new ones fitted (from Dean Hunter). Whilst each wheel was off, I took the opportunity to dig in hard with a screwdriver along the PVC sealant factory spray to rust proof the arches. Where there looked the odd iffy bit, I used the electric wire brush to remove it back to metal, prime it and Hammerite it. Around 3 of the 4 inspection bungs at the bottom of the arch slight rust had started under the PVC, so this was repaired. A torch shined along the inside of the seals showed good clean painted metal, like new thank goodness. Whilst on the rear I replaced the anti-roll bar bushes (genuine parts), and checked the rear drive shaft gaiters.
Attention then moved on to the front braking system, the callipers were removed, and stripped down. I sourced genuine part overhaul kits using the 504.org part numbers at Fussell Wadman, and after heat painting and baking in the oven, fitted these and reassembled. The suspension was cleaned and painted, and the callipers refitted. The front flexible brake hoses were renewed with Delphi ones and the rears with Sasic, and then came the task of renewing the metal brake pipes. All four pipes from the flexible to the brake were replaced, the rest being in good order. The master cylinder whilst working, was very rusty and I would not trust it. It was also replaced with a new one, and the fluid tank cleaned out and reassembled.
By this time the weather was hit and miss, and progress slowing, so little jobs like fixing the hole in one of the door bottoms was done. It was always planned that it would be a rolling restoration, so paint was not applied, leaving it for the warm summer ahead I hope. The non-functioning washer pump was renewed, and new light bulbs fitted, and the pre-heat glow plug timer renewed which was playing up. The gearbox and rear differential oils were renewed, though the tight access to the gearbox filler made filling interesting.
A conversation with another Uncle, whose owned several 504 saloons, and a pickup revealed I hadn’t removed the front panel between the bonnet and windscreen. I was told “they rust like old tin in there”, and how their pickup truck was always full of rain water! Panic over, as I hoped, like new, apart from a little straw, although the panel itself won’t miss a clean and paint in the summer.
Internet shopping at The Bodyshop warehouse in Andover allowed me to select a new Bosal exhaust from the on-line graphical catalogue, delivered next day ready to fit, although still available for the 504, the fixing kit was discontinued. A phone call to Dean Hunter who supplied some of the other parts sorted out the hurdle.
The car was then ready for its first MOT in just over 11 years so I used my week holiday to get her ready. I finished by fitting the Bosal exhaust, renewing the manifold gaskets as well at the same time. A deal was truck on 5 new tyres from a local company, and the one of the final tasks was to replace a leaking coolant hose, flush and refill the system. This went all without hitch. My last task was to find out why my speedo was not reading, I removed the cable form the gearbox, and with the help of an assistant turned it by hand and the speed showed. Refittting the cable solved the problem, for about 10 meters! I had found the cable had snapped, leaving a length in the gearbox drive. As the cable moved in its casing it would drive intermittently. A new Valeo cable fixed the problem, just in time for the MOT.
MOT testing for diesel engine vehicles pre 1979 does not involve the no load accelerated smoke test, just a visual check so “Zandra” wouldn’t fail! At the local garage, she was examined and commented upon, and was given clean bill of health first time. The front brakes, very extremely efficient and body in excellent order.
I have now driven her as everyday transport for 300 miles so far, and in proving problem free so far. The big diesel with 70bhp has a lot of work to do with a big car like 504, so performance isn’t breath taking. The torque handles the pulling very well though and once in top gear happily accelerates briskly in urban traffic. On the open road crusing at 50-55 is comfortable and the big comfy seats make it a joy, and over taking slower traffic surprising capable. A 5 speed gearbox would possibly be a future project, donated from a 505 model. I am very pleased with my 504 diesel, she turns heads and you know people think, when did I last see one of those! Hopefully in the warm summer, she will receive a make over!
---
Throughout this restoration, it has not been a headache to get parts, all credit to Melksham Motor spares, Dean Hunter Peugeot Parts, The Bodyshop Warehouse and Main Dealer Fussell Wadman in Devizes, oh… and Halfords!
Regards Matthew Tuck (Bournemouth).
update - now 650 miles , alarming noises from the car, transmission main shaft was suggested. Turned out cost free, two slack bolts within the exhaust system, thank goodness. Next thing is to fit a new sump gasket, the old one is dripping and leaving a fine coating over the sump and gearbox.
