As the fellow owner of a 1929 Monaco, I was most interested in your posts. Mine is running, but the job for the winter is fiddling with the gearbox selectors, to stop it jumping out of third. My first car in 1959 was a '34 Monaco!
Just came across your channel, you have a very good knowledge of old cars. I owned a Riley RMB in the early 60's but always hankered after a pre war Riley. Never managed it, wife and family dictated a more modern car. Thanks for sharing, I'll take a look of your other videos.
The trouble with any 93 year old cars is unless they've had a full nut and bolt restoration you're always undoing 93 years of good intentioned bodgery ......and of course its fun!!!!😄
@@TweedsGarage So true I have a very large collection, and as you say, most repairs are fixing previous repairs or from no service. Do ou know of a complete spare Pre war Riley motor for sale in Europe? Thanks for answering. Cheers.
I’d love see someone build it as an early British hot rod. If some kid in south London read Hot Rod in the fifties or early sixties wanted to copy what he saw in there and played the cards he was dealt with with a Riley 9.
Steady there Chris, you'll set the vintage Riley scene alight with that kind of chat :-) , unfortunately a lot of restorable 9´s are being bought up in the UK and Europe and are stripped for chassis and running gear to build Brooklands specials ( same with Austin 7´s ) because of the value of a decent ( and sometimes not so decent ) replicas being over 3 to 4 times that of a genuine saloon.
Hooray, more Riley 9 content! I am building a Brooklands replica and am having to learn all the ins and outs of Riley 9 engines and suspensions and cable brakes and so on. I laugh at other TH-cam car building channels where they are building 'easy' cars with parts and manuals and any information you require easily available. The 9 is a real challenge I am finding, especially a Brooklands which wasn't common to start with. Just getting to grips with Riley model names does my head in. What mark of engine is in the 29 Monaco? It's a Mk 1-4 I guess?
i watch some of your videos on your Riley Brooklands and Austin special builds, your sheet metal work skills are outstanding, the bonnet hinges were a triumph.
Mine is a Mk 3, i thought it was a 4 but apparently Mk3 was rod brakes, Mk 4's ha cable brakes and they went to 6 stud axles and larger brakes. There doesn't seem to be a huge amount of info, I've got a parts list and a reproduction owners manual, and when getting advice beware of armchair experts. If you haven't found it Riley Rob is quite useful rileyrob.co.uk/specs/chassis.htm
@@TweedsGarage James at the Riley Spares is also very helpful. Riley Rob is very handy too as you say. Do you post on the Riley Register forum? Information is very hard to find. There is a lot in the old bulletins but you do have to be careful what to believe and what is still valid. Rod brakes was definitely the earlier ones I think. One of my difficulties is I am working from a pile of parts form different cars. That gets very confusing. My engine is more or less Mk5, the odd one in the middle! Getting any parts in NZ is very difficult but I have a few good contacts in the club here.
@@asciimation Yes James is a great guy, i do post on the forum occasionally , advice is variable , i should imagine a lot of the older knowledgable guys don't spend much time on line so I'm hoping once we get back to normality and get out to meet people that it will be possible to tap into this knowledge gold mine. It is amazing for an engine that retained the same capacity through many versions that it has so many variations ( like having external head oil ways, then going to internal...then back to external! ). I saw the problems you were having with different flywheels and clutch assemblies, having my clutch disassembled i can measure things if you need it, but being earlier its probably different again.
I think I have the clutch sorted now but I do need to do a test fit of the clutch, flywheel and gearbox all bolted together. A measurement of how far the flywheel is from the back of the block might be useful but what is best to measure to I don't know! I have a feeling the flywheel isn't going far enough up the taper. Unfortunately I am in the middle of moving so this weekends job is get the car taken apart and ready to be moved to my new place. On the plus side the new place has a 100 sqm shed so I will have a lot more space to set up a proper workshop! After building my Austin 7 I am enjoying the Riley. It's not much bigger but feels far more 'grown up'. @@TweedsGarage
Hi Tweed's Garage, what a joy to meet Gladstone. I'm quietly envious of you working on Gladstone, as I have not pulled a Riley 9 apart since about 1968, then working on "Bertie"; my Father's June 1928 Mk II Special series (twin Zenith) tourer. YW 9445 which had been in the family since 1934. Think it is around in the Register somewhere, but I have not seen for over 40 years. What makes you think yours is a Mk IV? The MK IV had cable brakes, 6 stud wheels and a cowl over the front dumb irons and a badge bar across the front of the radiator, tying the wings together and on which the headlights where mounted. Dr Birmingham's book has a table which sets out the different marks and chassis numbers. I think your car is almost certainly a Mark III. Common features of the Mk I, Mk II and Mk III were rod brakes, 5 stud wheels, separate headlamp brackets on each wing and number plate hanging down in front of the radiator; as does yours. The main difference in the Mk I was that it had a right-hand remote gear change and handbrake and from photos in the handbook, may have had artillery wheels instead of wire wheels? Must admit I have never seen one in the flesh. The principal difference between Mk II and Mk III was the connection of the front and back brake rods on the compensater mechanism. The Mk III arrangement is whichever applies more pressure to the front brakes. You have to remember that Riley was amongst the earliest manufacturers to build cars with front brakes and I think there was still a little apprehension as to just how much effort should be applied to the front. Another difference I notice between Gladstone and Bertie, is in the central instrument console on the dashboard. At the top, Gladstone has the oil pressure gauge and petrol gauge side by side, whereas Bertie only had a single oil pressure gauge in this position and no provision for a petrol gauge (you carried a spare can!). Also note these instruments appear to have sunken glasses and are back lit, whereas Bertie's instruments had glasses that were raised above the rim to catch the light from a Lucas light stalk that projected from the centre of the console. I'm sure there were also other minor differences between all the marks.
Hi Nick, glad to hear it stirred memories of your Father's Riley 9, yes you are quite correct that it is a mkIII as at the time i didn't know much about Riley 9's when first acquiring Gladstone and was mistakenly lead to believe it was a mkIV , i didn't learn this in time for the video but did manage to correct it for the Riley Register's census that is being collated this year, the amount of variations in a short space of time is quite confusing. I'll put a request out on the pre-war Riley Facebook page and see if we can find out where Bertie has got to.
Love your channel. Love all Riley cars. My 9 is a disappearing hood 1934 Lynx. The engineering on it is excellent and driving experience is far better than a similar MG TA TB etc in my opinion, having had an MG years back. Keep up the good work. Cheers from New Forest.
My first car was a Riley Kestrel. which I had dragged out of a scrap Yard , in 1958. So, not in pristine condition. I was 17, and hoped to make it Roadworthy so as to take / pass my driving test the following year. Due to my incredibly miniscule earnings , and knowledge ofrestoration, reality soon showed it's face, and thanks to the arrival of the M.O.T test, That was the lid that put an end to my ambitions. BUT, someone else , older, richer, Wiser ? offered his 1935 Moris 8 in exchange.. P.S my Dad had a early Riley Monaco, with fabric body, nice car, ran lovely, once my brother and I push started it. Otherwise it would sulk, and refuse to start, all day.
Ah the arrival of the MOT test cleared the roads of many a now priceless classics, but i'm sure the Morris 8 was dependable transport for a young Philip. I hope Gladstone won't be a grumpy starter, but to be fair he always started even in the condition the engine was in.
Hi Tweed, thank very much for your excellent videos. What material did you use for the new studs for water outlet housing? Thanks in advance David (Riley 9, Kestrel, 1934, Copenhagen)
My Pleasure David, the rods are turned from bright steel bar stock as its what i had at the time ( didn't think the engine would be apart this long ) but the plan was to replace them eventually ( as is the practice with Austin 7's when renewing the water manifold stud ) with a set made in stainless, i've now been given a fair bit of stainless bar so may turn up a new set and video it!
As the fellow owner of a 1929 Monaco, I was most interested in your posts.
Mine is running, but the job for the winter is fiddling with the gearbox selectors, to stop it jumping out of third.
My first car in 1959 was a '34 Monaco!
Hello Philip, nice to hear from a fellow 9 owner, good luck with the selectors.
Just came across your channel, you have a very good knowledge of old cars.
I owned a Riley RMB in the early 60's but always hankered after a pre war Riley. Never managed it, wife and family dictated a more modern car.
Thanks for sharing, I'll take a look of your other videos.
Thanks Colin, maybe one day you'll manage to sample the delights of vintage motoring.
I hope you didn't pay too much, and you can breath fresh air after all the repairs, thank you great videos. Cheers.
The trouble with any 93 year old cars is unless they've had a full nut and bolt restoration you're always undoing 93 years of good intentioned bodgery ......and of course its fun!!!!😄
@@TweedsGarage So true I have a very large collection, and as you say, most repairs are fixing previous repairs or from no service. Do ou know of a complete spare Pre war Riley motor for sale in Europe? Thanks for answering. Cheers.
Really enjoyed the presentation thanking you hope to see it. On the road well done sir
Glad to hear it Frederick, it's getting there ( see other videos in the series ) it's finally going back together 🙂
2 years ago. waiting for the driving video. cheers.
Patience Naz 😁
Thanks for this, enjoyed it, I know the feeling. I'll just, and before you know it there's no room left and a lot of bits and extra jobs to do.
hopefully got to the end point of disassembling things and am actually starting to put things back together....videos to follow.
@@TweedsGarage Look forward to it
Very interesting.
Glad it tweaked your interest 👍
I’d love see someone build it as an early British hot rod. If some kid in south London read Hot Rod in the fifties or early sixties wanted to copy what he saw in there and played the cards he was dealt with with a Riley 9.
Steady there Chris, you'll set the vintage Riley scene alight with that kind of chat :-) , unfortunately a lot of restorable 9´s are being bought up in the UK and Europe and are stripped for chassis and running gear to build Brooklands specials ( same with Austin 7´s ) because of the value of a decent ( and sometimes not so decent ) replicas being over 3 to 4 times that of a genuine saloon.
Hooray, more Riley 9 content! I am building a Brooklands replica and am having to learn all the ins and outs of Riley 9 engines and suspensions and cable brakes and so on. I laugh at other TH-cam car building channels where they are building 'easy' cars with parts and manuals and any information you require easily available. The 9 is a real challenge I am finding, especially a Brooklands which wasn't common to start with. Just getting to grips with Riley model names does my head in. What mark of engine is in the 29 Monaco? It's a Mk 1-4 I guess?
i watch some of your videos on your Riley Brooklands and Austin special builds, your sheet metal work skills are outstanding, the bonnet hinges were a triumph.
Mine is a Mk 3, i thought it was a 4 but apparently Mk3 was rod brakes, Mk 4's ha cable brakes and they went to 6 stud axles and larger brakes. There doesn't seem to be a huge amount of info, I've got a parts list and a reproduction owners manual, and when getting advice beware of armchair experts. If you haven't found it Riley Rob is quite useful rileyrob.co.uk/specs/chassis.htm
@@TweedsGarage James at the Riley Spares is also very helpful. Riley Rob is very handy too as you say. Do you post on the Riley Register forum? Information is very hard to find. There is a lot in the old bulletins but you do have to be careful what to believe and what is still valid. Rod brakes was definitely the earlier ones I think. One of my difficulties is I am working from a pile of parts form different cars. That gets very confusing. My engine is more or less Mk5, the odd one in the middle! Getting any parts in NZ is very difficult but I have a few good contacts in the club here.
@@asciimation Yes James is a great guy, i do post on the forum occasionally , advice is variable , i should imagine a lot of the older knowledgable guys don't spend much time on line so I'm hoping once we get back to normality and get out to meet people that it will be possible to tap into this knowledge gold mine. It is amazing for an engine that retained the same capacity through many versions that it has so many variations ( like having external head oil ways, then going to internal...then back to external! ). I saw the problems you were having with different flywheels and clutch assemblies, having my clutch disassembled i can measure things if you need it, but being earlier its probably different again.
I think I have the clutch sorted now but I do need to do a test fit of the clutch, flywheel and gearbox all bolted together. A measurement of how far the flywheel is from the back of the block might be useful but what is best to measure to I don't know! I have a feeling the flywheel isn't going far enough up the taper. Unfortunately I am in the middle of moving so this weekends job is get the car taken apart and ready to be moved to my new place. On the plus side the new place has a 100 sqm shed so I will have a lot more space to set up a proper workshop! After building my Austin 7 I am enjoying the Riley. It's not much bigger but feels far more 'grown up'. @@TweedsGarage
Hi Tweed's Garage, what a joy to meet Gladstone. I'm quietly envious of you working on Gladstone, as I have not pulled a Riley 9 apart since about 1968, then working on "Bertie"; my Father's June 1928 Mk II Special series (twin Zenith) tourer. YW 9445 which had been in the family since 1934. Think it is around in the Register somewhere, but I have not seen for over 40 years. What makes you think yours is a Mk IV? The MK IV had cable brakes, 6 stud wheels and a cowl over the front dumb irons and a badge bar across the front of the radiator, tying the wings together and on which the headlights where mounted. Dr Birmingham's book has a table which sets out the different marks and chassis numbers. I think your car is almost certainly a Mark III. Common features of the Mk I, Mk II and Mk III were rod brakes, 5 stud wheels, separate headlamp brackets on each wing and number plate hanging down in front of the radiator; as does yours. The main difference in the Mk I was that it had a right-hand remote gear change and handbrake and from photos in the handbook, may have had artillery wheels instead of wire wheels? Must admit I have never seen one in the flesh. The principal difference between Mk II and Mk III was the connection of the front and back brake rods on the compensater mechanism. The Mk III arrangement is whichever applies more pressure to the front brakes. You have to remember that Riley was amongst the earliest manufacturers to build cars with front brakes and I think there was still a little apprehension as to just how much effort should be applied to the front. Another difference I notice between Gladstone and Bertie, is in the central instrument console on the dashboard. At the top, Gladstone has the oil pressure gauge and petrol gauge side by side, whereas Bertie only had a single oil pressure gauge in this position and no provision for a petrol gauge (you carried a spare can!). Also note these instruments appear to have sunken glasses and are back lit, whereas Bertie's instruments had glasses that were raised above the rim to catch the light from a Lucas light stalk that projected from the centre of the console. I'm sure there were also other minor differences between all the marks.
Hi Nick, glad to hear it stirred memories of your Father's Riley 9, yes you are quite correct that it is a mkIII as at the time i didn't know much about Riley 9's when first acquiring Gladstone and was mistakenly lead to believe it was a mkIV , i didn't learn this in time for the video but did manage to correct it for the Riley Register's census that is being collated this year, the amount of variations in a short space of time is quite confusing. I'll put a request out on the pre-war Riley Facebook page and see if we can find out where Bertie has got to.
Love your channel. Love all Riley cars. My 9 is a disappearing hood 1934 Lynx. The engineering on it is excellent and driving experience is far better than a similar MG TA TB etc in my opinion, having had an MG years back. Keep up the good work. Cheers from New Forest.
thanks for the kind words, it's nice to know people enjoy my videos
My first car was a Riley Kestrel. which I had dragged out of a scrap Yard , in 1958. So, not in pristine condition. I was 17, and hoped to make it Roadworthy so as to take / pass my driving test the following year. Due to my incredibly miniscule earnings , and knowledge ofrestoration, reality soon showed it's face, and thanks to the arrival of the M.O.T test, That was the lid that put an end to my ambitions. BUT, someone else , older, richer, Wiser ? offered his 1935 Moris 8 in exchange.. P.S my Dad had a early Riley Monaco, with fabric body, nice car, ran lovely, once my brother and I push started it. Otherwise it would sulk, and refuse to start, all day.
Ah the arrival of the MOT test cleared the roads of many a now priceless classics, but i'm sure the Morris 8 was dependable transport for a young Philip. I hope Gladstone won't be a grumpy starter, but to be fair he always started even in the condition the engine was in.
I have a 1934 Riley nine ascot, so all this is very interesting.
hopefully be adding some more videos as work progresses
Hi Tweed, thank very much for your excellent videos.
What material did you use for the new studs for water outlet housing?
Thanks in advance
David (Riley 9, Kestrel, 1934, Copenhagen)
My Pleasure David, the rods are turned from bright steel bar stock as its what i had at the time ( didn't think the engine would be apart this long ) but the plan was to replace them eventually ( as is the practice with Austin 7's when renewing the water manifold stud ) with a set made in stainless, i've now been given a fair bit of stainless bar so may turn up a new set and video it!
@@TweedsGarage Thanks very much. I have had great problems with corrosion - as you can see in one of my videos. Best regards
David
I never heard of a Riley but I'm enjoying the show. If I'm not careful I might learn something. :D
Will add more videos as the work progresses, just have to stop buying more projects!