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Hi Redsparrow,
Good news about Former Commons speaker John Bercow has announced he is joining Labour as he launched a scathing attack on Boris Johnson.
Lashing out at the prime minister, he said the Conservatives today are a “reactionary, populist, nationalistic and sometimes even xenophobic” party.

Your brother is is right on all counts, unfortunately although at the time it was Lord Stokes then Michael Edwards whose brief to save British Leland was questionable and in order to cut tooling costs he decided to keep keeping using the huge surplus of post war components on supposedly new generation cars.
Admittedly this had been the norm post war , Austin Healey sports cars had the same basic engine block and even gearbox that was in the Austin 5 ton army lorries, MG'S the Austin and Morris brands were using outdated lever arm suspension and wish bone suspension which would just collapse unless it had been greased up on a regular basis.
Remember the first Range Rovers, now in concourse condition going for 100K, they used Morris Marina switch gear and door handles, although the Rover V8 engine was superb and the car was basically simple, no stupid ECU's or electronics making them true off roaders that were easy to maintain ., more than can be said for today's Joke called Range Rover!
Remember the Austin Allegro , no surprise the Austin Allegro has been voted world's worst car.
They were banned from the Blackwall tunnel as dangerous to tow, because their shells would bend and back windscreens pop out.
The rectangular Quartic steering wheel was branded unsafe by the police and there were quite a few owners who watched their rear wheels fly off and over take them.
That's before you start on the questionable aesthetics.
I n the Harris Mann in his original sketches. It was actually a very handsome car.
The villain of the piece was Lord Stokes, head of British Leyland, who insisted on using seats from the Maxi and trim from the Marina, and spoiling Mann's visionary design.
The Allegro - nicknamed the All-aggro - is the world's worst car, not because it was a bad design by one man, It was ruined by a committee of meddling fools!

TR7 cont
The slant-four Triumph motor is usually pretty long lived IF maintained properly. but many weren’t looked in the years when values were very low.
Apart from the obvious common oil leaks, the biggest problem with the engine will be a warped cylinder head due to differential expansion between the iron block and alloy head – not due to owners failure keep up the anti-freeze concentration, vital for its corrosion-inhibiting properties. this will manifest itself in head gasket failure and the serious problem will be easy to spot via the oil and water mixing. If the engine quickly starts to overheat when left idling after a run this shows that all is not well in the head gasket department.
Although a simple engine by modern standards, head removal is problematic due to the steel studs fitted at an angle corroding into the alloy head making removal of the head impossible with the studs in place.
Some cars may have an electric fan as a preventative measure so don’t be too suspicious of a car which has one fitted.
Timing chains are renowned for getting noisy although they may still carry on well for many miles, but the factory’s recommended change interval was 25,000 miles!
Also engine issues have been traced to water in the fuel due to the location of the filler cap which gathers water in the recess. this problem will be bad enough for the tank to rust out and replacement involves dropping the rear axle.
TR7 engines came with hardened valve seats from the factory,so the cars can run on unleaded fuels without additives.
Four and five-speed gear boxes synchromesh becomes weak over time,most learn to live with it as the shift action will tend improve when the engine and gearbox get warm, or a good tip is to use automatic gearbox (ATF) fluid!
Clunk on hard acceleration can be nothing more sinister than a worn prop shaft joint or simply the bushes in the trailing arm mounts, fixable at a price.
Rear axles tend to be louder on five-speed cars, but unless you can't hear the radio don’t be too worried!
Restoration projects cost under £2500 -3000 although they are disappearing due to cannibalisation or restoration .a usable car will cost around the £4000ish for a coupe, with convertibles probably £5500 then values rise with condition or rarity to the £12,000 ish mark, here you’ll also find plenty of V8-converted cars and few example with Sprint running gear.
Still fancy a TR7?
From all the TR7 examples that I have come across and those that came into my friends Bosch franchise for work I wouldn't be tempted, really terrible cars that should never have been created.
The UK motor industry instead should have come up with something along the lines of the Mazda MX5 and badged it an MG or Triumph,now that would have been a winner!
So be careful about which classic you may bid on!

The TR7 was something of a poor relation: frowned upon by traditionalist enthusiasts of the older TR models, it hadn’t been around quite long enough to gain classic status purely on account of its age, while Harris Mann’s edgy wedge was perhaps a reminder of the decade we were trying to forget as we forged ahead into the ’80s and ’90s.
Nowadays though, things have very much changed and while a TR5 might rumble past a group of teenagers without raising an eyebrow, a TR7 – especially a coupe in the striking Triton Green – will turn heads. In that respect the passage of time has been kind to the TR7, even if the BL-era build quality struggled to shrug off the effects of successive British winters.
Some (not me) think the best-driving of all the TRs, the four-cylinder engine giving it handling balance the nose-heavy six-cylinder cars can’t match and its modern monocoque construction doing away with the separate chassis. and the suspension etc are from a different era with its MacPherson strut front end and four-linked rear axle.
The TR& was designed very much as a continuation of the TR2-TR6 line although its maker by then being part of British Leyland, the TR7 was the last car to be developed independently by Triumph. It’s also quite brisk and even the regular four-cylinder car can match a mid-’90s GTI.
As a classic today, the TR7 has excellent parts support thanks to the specialists and there’s very little you can’t obtain.
The convertible has survived in greater numbers than the coupe but there are plenty out there who prefer the hard-topped Seven simply for its look h means prices of the once-unloved coupes are now strong!
R7 now 37 years old and production having been carried out under BL, clearly structural rust will be the big issue. It’s thought that Canley and Solihull cars were better protected by the factory but there’s still plenty of scope for rot and unlike older TRs the unitary shell can’t be lifted off the chassis to make repair easier.
The sills are critical and on the TR7 they run behind the front wings, meaning that a quick repair with the dreaded ‘over sills’ may have left weakened rotten metal hiding in that critical area. BEWARE If cover sills have been welded on to the outside, this makes lifting the carpets to check the inside can give a better idea of the car’s solidity, unfortunately they were glued down originally this isn’t always possible.
Elsewhere, check the strut tops under the bonnet carefully and at the rear, examine the boot floor and spare wheel well.
All panel edges need a look, rust between floor and sills will indicate problems & bubbling in the seam along the top of the rear wings can be expensive to fix & rot in the joint between sill and rear wing & Inner arches, but less obvious is a corroded screen surround, Very expensive!
paint peeling off the aluminum headlamps is common, it’s the paint rather than rust.

Fair to say, they are not working out fine, but heaven forfend anyone should think it is Johnson’s or Frost’s fault … No, those bloody Europeans made them sign the Protocol, of course they did. ‘How were we supposed to know it would have the effect they said it would? Why should we implement it just because we agreed to?’
And what of Arlene Foster, how must she be feeling about life these days, having fought so hard for Brexit despite a majority in Northern Ireland not wanting it, having supported Johnson as Tory leader on the basis he would be "a fabulous friend to Northern Ireland", and now part of that long list of people to learn that if you hitch your wagon to Johnson, the chances are you’ll one day regret it? Now in her final month as first minister, a child of Brexit devoured by Brexit, and its inevitable contradictions, on which she is now silent, as well as powerless.
Kate Hoey, another Ulsterwoman who flew the Brexit flag, not least from the back of the boat she shared with Nigel Farage as they sailed down the Thames to rage at EU fisheries policy, and promise UK fishermen a bright new future freed from the shackles of Brussels… where is she now? Sitting in the House of Lords, where else, alongside other Brexit-supporting ex-Labour MPs, Gisela Stuart and John Mann, similarly very quiet these days when it comes to Brexit.
As for Farage, he remains high profile of course, because his profile is his living. So he piles into any debate which allows him to say ‘woke,’ and milks his Brexit fame to become one of Cameo’s star turns, delivering video messages to anyone who wants one, and failing to spot that when someone called ‘Hugh Janus’ paid a few quid to get ‘a personalised message from Nigel’, it was a ****-take, just to hear the words ‘hello, huge anus’ fall from Farage’s lips. But when was the last time you heard Farage talk fishing, or farming, or indeed any of the other sectors promised they would thrive, and now realising they were lied to by people like him?
While Farage keeps on trilling and shilling, other leading lights of the Brexit campaign have simply vanished from public view, among them cabinet ministers. There was a time you could not turn on the radio or TV without hearing the über-Etonian tones of Jacob Rees-Mogg telling us how Brexit would lead to cheaper food, cheaper clothes, cheaper holidays, less red tape, greater competitiveness, a stronger economy, more power… now that none of those things have turned out to be true, he has gone from ubiquity to invisibility, perhaps hiding away in agony that his beloved Catholic Church will these days marry twice-divorced proven liars who pay for abortions as a way of keeping their child tally to single figures.

Why don't Brexiteers like to talk about Brexit any more?
Hi Redsparrow,
I don't see why those of us who have been taken back 50 years and are now being caused so much unnecessary hardship and inconvenience should remain quiet anymore, Borirs, Farage and all the other pro Brexiteer Guru's are guilt of gross deception of those that chose to vote leave and misrepresentation and even slander of the other member states.
Weatherspoon’s boss Tim Martin inevitably attracted heaps of scorn when recently bemoaning staff shortages for his pubs, and demanding the government allow more EU migrants to fill the gap. But at least he was prepared to face that scorn to point out an unfortunate if inevitable consequence of the Brexit he had helped to bring about.
Most of his fellow Brexit warriors have preferred instead to run for the hills. The new Brexit battle cry seems to be: ‘Don’t mention the war, in case anyone remembers that we were the people who started it …’
Tory failures David Davis, Iain Duncan Smith and Liam Fox have morphed from being Brexit experts to become Covid experts, if by ‘expert’ we mean that they are regularly invited onto flagship BBC programmes to give their view, without ever being asked why they got so much wrong in their previous field of expertise.
On the rare occasion they do face a question about the B-word, Davis chuckles, IDS coughs, Fox sighs, and all three complain that, sadly, the" Europeans "have created the wrong sort of Brexit. Taking Back Control is all very well, but not if it means forfeiting the ability to blame the EU when it turns out we have lost more than we gained in doing so.
‘The wrong sort of Brexit’ is a line of defence now adopted by none other than David Frost, the government’s chief Brexit negotiator, who stood so proudly and so smugly behind Boris Johnson as the prime minister signed an agreement he had almost certainly never read, and who now laments the deal-clinching Northern Ireland Protocol of which he was once so proud and so smug.
It was not as though anyone warned them, was it, that to make Brexit happen, you would need either a hard border on the island of Ireland, or a border down the Irish Sea that would mean Northern Ireland was treated differently to the rest of the UK? Nor did anyone point out that this would create all manner of economic and political problems for the region… well, apart from Tony Blair and John Major five years ago and many times since. And apart from the Irish government until they were sick of saying it, and the European negotiators who kept trying to spell out the realities, but were met with Johnson’s populist bluster, and Frost’s insistence that things would work out fine!

My original post from 2014
The profit share will be what the profit share will be – the joint venture partner, ie the government, sits in the 50% owned subsidiary Sukari Gold Mines.

The management board of this subsidiary has representatives of the government and an equal number from Centamin. All of the investment into the Sukari mine is audited, with Sukari Gold Mines very much being a part of this process. Similarly, all gold sales go through Sukari Gold Mines, where the operating surplus will be divided 50/50 between the government and Centamin, once the original capital has been repaid back to Centamin and its shareholders. The 3% royalty has been paid to the Egyptian Treasury ever since production started (this also goes through SGM).

With the above in mind, there is no issue with regards to the money that has been ploughed into Sukari, particularly the costs of Stage 4 (c.$350m) – this needs to be recouped before any of this operating surplus can be shared.

This is not due to kick in until later this year, or possibly in Q1/Q2 next year. It is all a function of the ramp up in production and the gold price.

There is no dispute between Centamin, the Egyptian government and/or EMRA, nor the 50/50 Sukari Gold Mines subsidiary.

What you are getting is probably a series of people mouthing off that they want profit share now. This is a political game more than anything, as the deal is the deal (in fact Centamin have advanced the country a few million dollars as a demonstration of their faith in this deal – this will also be recouped out of future operating surpluses due to the government).

What is wonderful is that very few people seem to understand what this 50/50 deal is – it is effectively a 50% tax on free cash flow. In fact the 50% will not kick in until 2016, as in 2015 this will be 45%.

To counter this there is no VAT, no corporation tax, no other taxes to pay all beyond the above and the royalty, which on a blended rate compares reasonably well with other 1st world mining jurisdictions (like the US, Australia, Northern Europe etc).

Tibbs

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