1968 Sunbeam Rapier 1.7L Petrol · NCG 105F

Both the Audax Series cars (1955–1967) and the Arrow fastback coupes (1967–1976) suffer from severe structural corrosion in British climates. Road grime and water thrown up by the road collect inside the multi-box outer and inner sills, the jacking points, and the rear leaf-spring mounting brackets. On fastback models, water also collects behind the front wings where they join the A-pillars. Because structural replacement panels are no longer manufactured off the shelf, restoring a rotted Rapier requires extensive bespoke steel cutting and welding that can easily outstrip the value of the vehicle.

Later Series V Rapiers and all fastback variants use the Rootes 1725cc engine fitted with an aluminium alloy cylinder head. If previous owners neglected biannual coolant flushes with anti-corrosion inhibitor, galvanic corrosion eats into the waterways around the cylinder combustion chambers. This degradation leads to blown head gaskets, cooling jacket pressurisation, and coolant contaminating the sump oil. Holbay-tuned H120 engines run higher compression ratios (9.6:1) and twin Weber carburettors, placing even greater thermal stress on the alloy head casting and gasket fire rings.

The Laycock de Normanville overdrive was fitted as standard on early Series Rapiers and optional on later cars, providing relaxed high-speed cruising. Common faults include sticking electrical actuation solenoids, failed column or dashboard switches, dirty hydraulic oil restricting internal pressure, and worn friction cones. When the hydraulic pressure drops below operating threshold, the overdrive either refuses to engage, slips under acceleration, or worse, fails to disengage when reversing, which can cause catastrophic mechanical damage to the overdrive planet gears.