I have no idea where to start with this one. The French giant of Peugeot is somewhat of a mystery to me. I’m looking through website after website trying to track down and translate brochures and literature to find the exact model of this bike. From the small amounts of research I have done, the one thing I can say is it’s not going to be easy. Peugeot seem to have used their own specific sizing for threading and tubes and duplicated very similar transfer patterns between models. I’ve found many a page showing frustration at trying to track down the correct seat post or bottom bracket. Wonderful.
Anywho. Here it is.
The price I paid? 99p. I saw it listed on eBay and expected it to go for much more but on the morning of the auction ending it still had no bids. I took a chance and won it. The seller had described how the fixed cup was, well, fixed but apart from that it was ok. It looked in good condition and I’d spotted the Simplex dropouts so I figured it was worth the money.
Date wise I expected it to be a 1970’s model and after trawling through a few web pages I’ve managed to narrow it down to between ’75 and ’79. That’s all down to the head badge. The original listing stated the seller had removed the badge to sell separately. He did actually offer me the badge when I went to pick up the frame but I turned it down, only to buy it off him a week later after seeing it on a listing. It’s a nice two piece design. Luckily this is one of the things that actually helped out with the research as this is the only raised head badge Peugeot seems to have used.
The frame didn’t come with the handlebars or stem. Those, again, were additional buys off the same gent I got the frame off. It was only after I started researching that I realised the French frames used odd sizes. Off the top of my head, they use a 22mm stem instead of the British 22.2mm. You’d think the .2mm wouldn’t make much of a difference but it does! When I saw the listing for the Atax stem and bars from the same seller (stating they were from the Peugeout) I thought it would be best to buy them! That’s £12.50 into the bike so far.
This is where I started to look into the models a bit more. One of my Instagram followers saw my post and suggested it could be a PX10, the rare and pricey top model. I’m not so sure and think it could be a slightly lower PR10 but with the amount of cross contamination between model lines it’s quite difficult to pinpoint. I think this catalogue HERE shows the differences the best (and why I think it is the PR10). The frame only has chrome dipped forks, rather than the chrome dipped forks AND rear dropouts of the PX10. It has Reynolds tubing but the badge doesn’t seem to quite match the Reynolds badges in the catalogues I have found. The higher spec’d models also seem to have been given the wrap around vertical banding on the tubes, over the horizontal lines.
That being said, if it is the PR10, and I’m 95% sure it is I have found the specific component list I need.
Brakes: Mafac S Centre Pull w/ Mafac Levers
Crankset: Stronglight TS 52/42 – 170mm – Cotterless
Derailleurs & Shifters: Simplex LJA302 / SX810T
Pedals: Lyotard 136 Race w/ Reflectors & Christophe Straps
Freewheel: Maillard 14/17/19/21/24
Hubs: Normandy High Flange Q/R W/Simplex skewers
Rims: Mavic Module E tubular.
To me, that seems like a rather expensive list. Fortunately I’ve found most of the parts already and it seems like buying direct from France is the best bet! Unfortunately I’m slightly out of cash at the moment so those specific parts will have to wait. In the mean time I did find this bargain. I saw them listed as “Vintage Mavic Monthlery Route Wheels”. Looking closer I saw they were tubular and had a set of Normandy high flange hubs. They seemed perfect for this build so I stuck them on my watch list and expected them to shoot up in price. In fact, they didn’t move in price at all and I got them for £25. I might need to replace the spokes and the rims definitely need a good polish but I couldn’t be more happy with them.
Total build spend so far £37.50
More to come soon hopefully.
Don’t worry, I haven’t gone anywhere! I know I haven’t really posted much, or anything, in the last few weeks but that doesn’t mean I haven’t been working on things. I’ve got a fair few projects on the go and the updates on one, or another haven’t been good enough to post. Until now.
This is the standard, dirty, Corolla. She’s sitting on 16″ OEM alloys wrapped in Falken 205/55/16 Tyres. The alloys are well passed their best with lacquer peel, curbing and embedded brake dust. I was meant to be replacing them with a set of 16″ OZ Racing alloys that I’d picked up cheap. Was. Past tense.
What’s on their now, is a pretty much brand new set of BuddyClub P1 alloys and Pirelli 225/50/16 P Zero Nero tyres. They’re meant to be lightweight but the chunky wide tyres have added enough weight to make the new gear weigh the same as the old worn gear. Chunky tyres look so much better than stretched tyres! (My opinion) The way the dish of the alloys is exaggerated a bit more by the lip of the tyre. Ooft!
They work. They really work! I love how they’ve transformed the look of the car but the only problem now is I want coilovers to level the car off. It’s too high at the rear…
Continuing on with my old Civic now…
I’d left things in the last part with the car now being powered by a B Series engine. The old D Series engine was about as healthy as a an old man, living off McDonalds, with his only exercise being lifting the 40 cigarettes he smokes to his mouth a day. It was pretty pathetic so the added power and health of the B16A2 made a big difference. The engine came with a cheap 4-2-1 manifold, short shifter and Fidanza lightweight flywheel which improved things a bit more but there were still a few parts I was eager to change.
I was still focused on keeping the car comfy but added more a performance hint to my choices. I’d managed to complete my interior with a couple of lucky finds in the scrapyard; a rare European only centre console that was designed to store tapes and a moderately rare armrest, both in black to match the rest of the interior. I was happy with how the interior sat so began concentrating on power and handling upgrades. The first to come along was a Beaks Rear Lower Tie Bar which was nice and simple to fit; whether it did any good, I couldn’t tell. Soon after that I picked up a HKS Super Drager exhaust system to free up a bit of power. The B16 was being strangled by the tiny OEM system on the car and once this system was fitted I could feel the difference in response. It was also a pretty quiet system (even with the de-cat), perfect for a daily driver; at cruising speed it happily mumbled away with no need to grab the ear defenders. The only downside to having this system is I found it fouled my rear Anti Roll Bar so I had to remove that in order to fit the exhaust. A few other small jobs followed; fitting a new Password:JDM Cam Seal to stop a small leak, tarting up the engine bay with Password:JDM goodies and generally cleaning everything in sight. The fuel rail and injectors came up nicely; originally being covered in surface rust, after a lot of polishing they shone brightly. There was still one thing bugging me though, my car sat too high!
I put the call out for a set of coilovers and one of my friends offered me a deal I couldn’t refuse. In exchange for a bit of cash and some Dairy Milk goodness he would give me a brand new set of MeisterR coilovers. They seemed to be getting good reviews so I went ahead with the deal and got them fitted as soon as possible. They were dead simple to fit; all the bolts came loose with ease and the coilovers slotted in with no issues. I didn’t bother adjusting the height they came out and it sat perfectly. The car looked 10 times better and handled 1000 times better.
The choice for coilovers wasn’t all about performance. It satisfied my vanity too. With Japfest 2011 approaching I wanted the car looking pretty so it would be pride of place on the Civiclife stand. I managed to find another rare JDM optional extra in the shape of a parking pole and ordered it. Despite being advertised as OEM, it didn’t have one Honda logo on it. I fitted it all the same and got it working with a few tweaks here and there. I was all set for a respray and began to sand down the bodywork, sort rust and fill any dents. Unfortunately that’s as far as I got before Japfest. I had to show my car on stand with sporadic splashes of primer covering areas I’d worked on. It wasn’t all doom and gloom though. While at the show I bought and fitted a replica Back Yard Special front lip which transformed the front end completely.
Japfest passed and I continued to work on the bodywork. I wanted the aerial removed, the bonnet and tailgate de-badged and the side strip holes filled to give the look of the lower base “DX” model. All of these choices would give a much cleaner look to the car so I called on the skills of a friend and all jobs were done within a couple of hours. The welding was spot on so I didn’t need to do much work after. Next on my list was a set of new skirts and my choice was a set of “EK” Civic skirts. They’re not a direct fit but can be modified pretty easily. With some careful measuring, trimming and drilling I got them on, test fitted and resprayed them so they matched the black front lip. The car was really making progress now.
That was until things started to go a little down hill. The first bit of bad luck was buying a set of seats to replace the Integra Si ones I had fitted. I’d seen a set of Ford RS Recaros that had been retrimmed in leather and fitted to custom rails for the Civic. I fell in love with them and had no problem shelling out the cash to buy them. It turned out the only thing genuine in the advert is that they were Ford RS Recaros and they had been retrimmed. The leather turned out to be some sort of vinyl and the custom rails were butchered ford rails that sat so high my head touched the roof of the car (and I’m not that tall!) and they wouldn’t adjust properly. They wouldn’t even bolt into the car properly so after a few words and bit of research I attempted to solve the problems by buying some Integra Type R Recaro rails. They weren’t a direct fit but I got them on and got the seats in. They were tight and held you nicely but the fake leather crap on them ruined the whole experience so they didn’t last long in my car.
The next thing to happen was my passenger side driveshaft decided to destroy itself. The inner CV joint shattered into various pieces of metal and I had to quickly find a replacement. I wanted to buy brand new so headed in the direction of Tegiwa Imports but it only added to my misery. The new shaft they sent me caused problems from the start. It fitted in ok but when I drove off I noticed a vibration under acceleration. After contacting them and being assured they were balanced I drove over and picked up a replacement but suffered from the same issues again. I didn’t bother going back to them and fitted a used Honda shaft; low and behold, everything ran smoothly again.
With everything back up and running smoothly and after both those incidents I decided to treat myself to some new goodies. The seats, being first on my hit list, got replaced with a almost completely mint set of red EK9 Recaros. They transformed the driving experience! Comfortable, good looking and held me well in the corners; everything I needed from a seat. The only downside to them is they’re a bit heavy and with that thought I began thinking about the weight of the car. The added KGs of the seats were offset with one of my favourite purchases. A set of, extremely lightweight, Works E-Wing RSa wheels! They came completely stripped of paint and ready to be refurbished so I sent them off to a friend and told him I wanted them Honda Vivid Blue Pearl. The finish was amazing, I fell in love with the colour and on the car, they set the whole thing off. They were worth every penny but lead to a lot more pennies being spent! I’d been bitten by a lightweight bug.
I now wanted to take my car in another direction. I wanted to make it fast and lightweight. I started counting every kilo but had to sort one more thing first. The cheap short shifter that came with the engine was awful; it may have shortened the throw but it made everything clunky and shifting was hard work. I solved that with a set of Integra Type R gear linkages and shifter, combined with a weight Skunk 2 gear knob. With new bushes fitted and the added weight of the knob the shifting experience improved and every gear change was smooth. That one last little niggle was gone now and I could focus on loosing some weight.
Only small things went to start with. The electric window mechanisms the car had as standard were replaced the manual ones from a DX model. That meant the door cards had to be changed too; not wanting to remove them completely just yet. The DX ones were grey and horrible so I punched out the centres, retrimmed them in black suede and fitted them to my black door cards. A few KGs saved there and the next item saved a few more. I bought a pair of JDM headlights which, unlike our UK lights, have lenses made from plastic. The plastic weighs less than the glass but suffers from degrading more so they required a bit of tidying up. After going through countless grades of sandpaper and hours polishing they came up as good as new. They saved another KG or two but it set me off on a new journey of counting kilos.
The whole aim of the car had changed once again and a new chapter had begun. It would lead me again to transform the car and eventually; to the track.