It occurred to me that the reason the Morris Cowley didn't sell was because...

... with the weather equipment in place and its dishevelled demeanour, it just didn't equate to the £7 - 10k estimate.

What we'd forgotten was that it was previously owned for fifty years by a member of the Bullnose Morris Club (the car is essentially a Bullnose with a different radiator and a driver's door) and was rebuilt twice in his stewardship, The Great Collector bought it in 2014. Counsel drove it back from Norfolk, and there it sat for the next twelve years. We ran it around the paddock a couple of times noting that the engine and gearbox were sound and the steering was tight, but it did no more than ten miles in all that time. Consequently, it starts on the button, goes like the wind, and is largely unmolested. After a bit of arm wrestling, we had a deal at a much reduced and more realistic sum.

Over time I'll tidy it up, but for now, not much is broke, so I shan't be fixing it. I think I may have overdone the tyre pressures as the ride home was a bit jarring...

... the fuel gauge needs attention, and the tank tap leaks a little on main. An oil change and a session with the grease gun should do for now. I haven't discovered any other snags - even the windscreen wiper works. Closer inspection has revealed coil ignition with the mag doubling as a distributor. Indicators, an electric horn, and pedals in the right order are a bonus. The hood is relatively new as well.

The dickey seat is well upholstered and a useful boot space. If motoring in a modern becomes too onerous, there's no reason the Morris couldn't be an everyday car within a sensible radius.

In the paperwork was this very handy manual which explained all the knobs, switches, and levers, plus useful notes on maintenance. Moving through The Great Collector's stable, we were often stumped as to how to start various cars we'd not attended to for any length of time.

A chum was dismantling a really rotten prewar Riley, and I was given what was left of the seats. The alloy bases will be useful, and I'll remodel the seat back frames to suit the Special's cockpit.

Further experiments - disconnecting the suspect priming system on the Walter Mikron - hasn't cured the richness on idle. The engine runs beautifully at full chat and in the cruise, but at low revs on the approach, it's not right.

Before things get out of hand, I've decided that the BSA and the LE Velocette must go. The BSA's frame is really too small for me, and the Velo, whilst comfortable to ride, is never going to get done whilst the Special remains unfinished. A clear out is in order.