The CSR In Detail

The CSR^® is the UK's first standardised classic car inspection report. It was designed to be methodical, comprehensive, easy to understand, and flexible enough to cope with the huge range of classic cars on the road today.

The CSR is intended to give you a report on the car at that point in time, and where applicable the inspector (the 'CSR Associate') may comment on originality as well as condition. Most of our Associates are marque experts, and others are 'General' Associates, with a broader experience of dealing with many cars. If you choose such an Associate you should understand that they may not be able to give as detailed comments in regard to originality. The reports record what is readily identifiable, but as we all know classic cars are by their nature old and parts may fail at any time, and corrosion may be present in a position which is not visible and difficult to predict. Remember, it is not an invasive check so nothing is removed from the car. 

Also remember that the CSR, nor any of our additional services amount to a warranty or guarantee. Finally, please remember that the CSR is not a safety check and in no way replaces the need for the MOT or other regular servicing.

The Standard CSR Itself

The standard CSR is a detailed check of over 175 points covering the five key areas of the vehicle: coachwork, running gear, electrical, aesthetic/ interior, and mechanical.  Obviously, as we cover cars from the 1890s to the 1980s, some elements of the check may not be applicable to your vehicle, but the CSR has been designed to be flexible enough to deal with this. Also, some of these points cover more than one element of the car, so the actual number will vary. Each of the main areas is covered in detail below, but first we believe it is important that we explain the cover page where your details go. Here's an example of what you fill find at the top of your CSR, with a few explanatory notes:

Coachwork

In the majority of classic vehicles, a great deal of the car's value is inextricably linked to the quality and condition of the coachwork. Stunning bodywork by the great design houses such as Touring, Zagato and Pininfarina have created some of the most beautiful, evocative and valuable vehicles ever built, but even the most simple of designs make classic cars unique and attractive. Damaged, badly repaired or incorrect coachwork can cost a great deal of money to repair. Many older and more exclusive cars had panels beaten by hand, and the correct repair of damaged or corroded areas may require expert skills to rectify. Even where replacement panels are available, these often do not fit perfectly and may require custom alteration to ensure the correct shape and panel gaps are retained. Almost all classic vehicles have been repaired at some time in their lives; totally original examples of almost any car will usually demand a premium price.

When checking the coachwork, the CSR Associate's best tools are his eyes, his fingers and his experience. In addition, he may use a magnet or look through the vehicle documentation. He will start at the front of the vehicle and work through a logical sequence towards the back of the car, looking for corrosion, damage and repairs and paying particular attention to the following areas:

• Paintwork. The Associate will be looking for the quality of the paint finish: has it been re-sprayed or is it original? Are there imperfections in the paintwork? Are there obvious areas of overspray or sections of the car painted a different colour (for example inside boot or engine bay). The Associate may be able to comment as to whether the colour is appropriate for the car's year and model.

• Bonnet. Bonnets are prone to damage in smaller 'shunt' accidents and may be dented from the inside (usually where tools have been left on the engine and the bonnet shut.) Bonnet release mechanisms (if appropriate) can create a safety problem if inoperable.

• Nose and Front Valance. Prone to parking, shunt and stone-chip damage, the nose profile of many cars is a vulnerable area.

• Bumpers. The bumper does what the name suggests!  Older chrome may be pitted or even holed.  More modern classics may have plastic bumpers which may be cracked or warped. Professional repair of both chrome and plastic bumpers is possible but re-chroming can be expensive.  Due to the frequency of damage to them, good second- hand or new old stock (NOS) bumpers often command a high price.

• Wings and Wheel Arches.  Wings are susceptible to 'parking' damage, especially at the lower edge in front of the wheel and on top of the wing. The inside of wings is also an area prone to corrosion due to its exposure to water and road salt. Splash guards may be fitted, which can help to protect the inner wing, but can also hide corrosion. Wheel arches may also be areas where water and grime can accumulate and corrosion can start. On a car with a frame, the outer panels will have to be connected 'pinned' or even glued to the frame and the Associate will check these areas carefully.

• Window Surrounds. This is another area where water can creep behind seals and over time corrosion can start. Whilst this has to be really bad before it affects the structural integrity, it can lead to water ingress into the car, causing other problems.

• A,B and C pillars.  These pillars are the structural uprights- see the diagram above for the location of each. These can either be integral to the external bodywork (typically in monocoque cars) or a metal or wood frame which sits under the external skin. All are critical to the structural integrity of the car, and often house the door hinges. Your Associate will check visually, but also will note how the doors hang; loose or 'dropped' doors may suggest a frame weakness.

• Sills.  The sills are the body area that runs along the lower edges of the car, typically under the doors. On a monocoque car they are a key structural area, particularly in convertible cars, and may house the jacking points. Prone to damage and corrosion, they are another area where water and dirt can accumulate. You can see this in the two pictures below. On the left, the outer sill of this Jaguar looks to be in good condition, but once the skin is removed (right), you can see how the inner sill has rotted from the bottom. 

• Doors. Doors are prone to parking damage, and corrosion (especially on the lower edges).  Over time, hinges can become worn causing the door to drop which can affect the locking and closing mechanism (which may become a safety issue).  Doors must be hung properly if removed; this takes patience and skill, and panel gaps may be poor if a door is badly hung.  Poor panel gaps may also be the result of repairs to the sills, especially on convertible cars which require bracing during such work to maintain perfect gaps.

• The Boot & Rear.  The Associate will check the boot, lid, spare wheel well (if appropriate), and tools/ handbook if present. He will also check the rear panel and valence, an area which is susceptible to parking damage and shunts. Often the paintwork and condition of the inside of a boot can give clues to the history of a classic vehicle.

• Roof/Hood. The roof of a car gives structural rigidity to the chassis of a saloon or coupe. It may be fitted with a sunroof, which may affect the value. On a convertible car, the hood can be one of the most obvious features and a tatty roof can affect the value. Many convertible hoods are now available off the shelf, but proper fitting can be a specialist task and can be expensive. Hood frames are often complicated mechanisms.

• Brightwork & Badges.  Many classic vehicles have damaged, missing or incorrect brightwork and badges due to previous restorations, as they will probably have been removed during re-spraying.  Correct replacements may be difficult to source- check your car's suppliers. Even if they are original and present, trim and brightwork fixings may not operate as designed once the part has been removed. Manufacturers often used brightwork and badges to differentiate between otherwise similar models.

• Glasswork. Classic car windscreens and rear screens can be hard to replace if damaged (it will entirely depend on the car) and older screens can be very difficult to repair using modern methods.

• Other Coachwork. The fuel filler area, external mirrors, number plates, and hubcaps will also be checked.

Running Gear/ Underside

The running gear is comprised of the wheels, the suspension, and the brakes: everything that makes the car 'handle' the road. If possible, this area of the check will be conducted mainly with the car raised on a ramp, and for ease and speed of inspection, we have also included some other elements such as chassis mounts and floorpans. The running gear is an area where modifications are easily and often made to older vehicles, especially in the areas of tyres, wheels and brakes.  Indeed, these areas also provided simple 'upgrades' for manufacturers when the cars were new, and many variations may be found on otherwise similar vehicles.

In this area of the check, the Associate will again give a thorough visual inspection of all points, and may test the operation of various parts to check for play (where the part does not have a range of movement as designed) or binding (the opposite, where the part does not move as intended). This section of the check will concentrate on the following areas:

• Chassis & Floorpans. Although technically part of the coachwork, these areas are much easier to more thoroughly inspect at the same time as the running gear. The Associate will look for damage and corrosion, especially at mounting points and joints.

• Anti-Roll Bars & Links.  Fitted to some cars, these bars (also called a sway or stabiliser bars) cut roll for improved body control without compromising ride quality. They may be situated at both front and rear, but because of their location and use, bushes and mountings can become worn and damaged.

• Steering & Linkages.  Play (movement of the steering wheel which does not immediately transfer to the wheels) may be the result of worn steering linkages or may be rectified by adjustment of the steering box. Ball joints, track/ tie rod ends, the rack and pinion and other linkages can become worn over time and introduce play.  They may also become damaged which may upset the steering geometry.

• Tyres, wheels and hubs.  Apart from the obvious safety implications of a damaged or worn tyre, uneven wear can highlight problems with other parts of the car including steering and suspension, or tyre pressure.  Non- original tyre types and sizes may also create problems in terms of ride and handling. Wheels are a cheap and simple 'upgrade' for manufacturers, and can be easily replaced by owners.  Incorrectly sized wheels may affect the vehicle's handling and ride quality, and unoriginal wheels could affect the value. Most hubs contain bearings which must be kept lubricated with oil or grease.  When worn, these can cause other components to wear.

• Dampers/Shock Absorbers.  The damper or 'shock absorber' does just that- its job is to keep the road wheel in contact with the ground by damping the action of the spring or torsion bar.  Whilst it doesn't bear weight itself, a worn, damaged or leaking damper can reduce ride quality, cause other components to wear, and adversely affect the 'feel' of the steering mechanism.

• Springs.  Springs cushion the chassis from uneven driving surfaces and keep the wheels in contact with the road.  They also support the weight of the vehicle and are most important in maintaining the vehicle's 'ride' quality. Springs make crack or break, or just sag over time, which may reduce the chassis height, increase wear on other components, and create poor handling characteristics (with possible safety implications).

• Other suspension components.  The Associate will check other suspension components which will vary depending upon the design of the vehicle, noting wear, damage or corrosion where it can be seen.

• Brakes.  The braking system is visually checked- the drum/disc surface (if visible), calipers, master and slave cylinders and brake lines. The parking and main brake linkages and cables (if appropriate) will also be inspected. Wear (especially uneven wear), damage, corrosion and leakage will all be noted. The Associate may also be able to comment on originality if applicable- 'uprated' brakes are a simple and common upgrade for classic cars. Some classic and vintage cars are fitted with very unusual braking systems.  Some early cars were designed to be slowed by the transmission, and many (for example some Fords) used mechanical (cable) brake systems until the late 1930s

• Clutch.  The clutch cables, linkages and cylinders if applicable will be inspected for damage, corrosion and leakage.

• Drivetrain.  This covers all elements that transfer the power from the engine to the road. The Associate will check axles, universal/ constant velocity (CV) joints, the propshaft itself, its mountings, supports and those of the transmission, and the differential. Backlash (rotational play in the propshaft) will be checked to make sure it is not excessive.

• The Exhaust.  The exhaust system will be visually inspected, including the presence and condition of heat shields.

Electrical

Many classic vehicles have had electrical items (such as additional clocks, radios and hazard flashers) added over the years.  Also, as wiring tends to degenerate with time, often small repairs have been made. Electrical instrumentation that is not working correctly can obviously be a safety hazard. Your Associate will pay particular attention to the following areas:

• Lights.  All lights will be checked for operation, condition and originality. Believe it or not, headlamps were not compulsory before 1^st January 1931!

• Under-bonnet Electrics. The generator/alternator, distributor, coil, battery, fuse box, leads and general wiring are given a visual inspection to check for condition and originality. The cooling fan(s) if present are also checked.

• Internal Instruments.  All major instruments, warning lights, switches and other electrical equipment are inspected, and where possible, the operation tested. The report covers many areas including air conditioning and electric windows (if applicable); despite being rare on classic cars electric windows were first fitted to some American cars in the 1940s.

Interior/ Aesthetic

The interior of any classic vehicle is an area exposed to a great deal of wear and tear.  As a result, many classic vehicles have been restored in this area.  Non-original seat covers, carpets and dash covers may be practical and if of the right quality may improve the car, but wrong or poorly-fitted alternatives may detract from its value.  Small trim items are often hard to find and may be expensive to replace. Your Associate will pay particular attention to the following:

• Interior Trim.  Headlining, mats & carpets, door cards, parcel shelves, central consoles and other areas of general trim will be inspected individually for condition, damage and originality.

• Seats. The seats will be inspected for condition and originality, and if applicable, for operation.

• Seat Belts. These will be inspected for condition, originality and operation. This check is not a safety inspection and does not replace the MOT check in any way.

• Interior Brightwork. Mirrors, door handles (and locks), window winders and other areas of trim will be inspected individually.

• Pedals & parking brake.  All will be inspected individually.

Mechanical/ Under-Bonnet

Second only in importance to coachwork, the mechanical condition of a classic vehicle can have a significant effect on value. Mechanical problems can also be very expensive to remedy, especially with rarer or more complex vehicles.  Furthermore, a vehicle which is mechanically unsound detracts from the most important reason for owning such a machine: driving it. Your Associate will pay particular attention to the following:

• Engine.  The type and general condition will be noted, including any obvious leaks, damage or corrosion. It may be possible to ascertain whether it is the original engine or a replacement. 'Matching numbers' vehicles, which have the original engine and transmission matched to the original chassis, will usually command a higher price than those without. 

•  Fluid Checks.  Fluids will be checked.

• Under-Bonnet Check. All major components will be visually inspected including water pump, air cleaner/ filter, carburettors/fuel injection system, cooling system, fuel lines & filters, brake servos, exhaust manifold, engine mounts and turbo/ supercharger (if appropriate).
•  Starting Check. The Associate will then start the car, checking the starting system, ignition lock, and starter motor as appropriate.

• Clutch and Transmission Operation. If space allows, the vehicle will be placed in gear and moved forwards and backwards to identify any obvious problems with the transmission, clutch and drivetrain.

• Engine Operation Check.   The Associate will then run the engine, checking idle from cold to warm. He will visually inspect the engine and exhaust, and listen to identify the cause of any unusual sounds such as knocking or tapping. He will also check for any unusual temperature variations within the engine and inspect for any leakage of gasses or fluids.

Observations and Summary

This final area gives the Associate space to mention anything else not covered in the report, give a summary of the car and give any observations. He may also offer to quote for work to rectify faults or offer other recommendations, but you are under no obligation to accept and if you do, this arrangement will be between you and the engineer and will not be part of the CSR check. Finally, the Associate will sign the form at the bottom, bind the ten pages together, then present them to you.