FE Power Forums
FE Power Forums => Non-FE Discussion Forum => Topic started by: Autoholic on January 21, 2016, 12:05:44 AM
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It’s easy these days to get caught up in modern advancements regarding vehicles, no matter what year your car was made. If your pursuit is that last mile per hour, fraction of a second lower trap time and extra smidge of power, this is probably a just cause. If the car is a classic that you can use for pleasure cruises however, the pursuit of modern technology may or may not be the right move. These are the thoughts that flooded my mind at the same time I took in old-car sensory overload, from the passenger seat. The car was definitely a work in progress, the soft top whistled like it was fox calling the exact sports car it was on. The car would pulsate and surge as it moved forward, a result of the British-made inline six not having warmed up yet. The triple carburetors having a manual choke didn’t help any either.
The smell of gasoline was unavoidable and I wouldn’t have wanted it any other way. As far as safety is concerned, a collision with another vehicle could easily result in both the driver’s and my own life being forfeit. The worn but still beautiful British sports car was made in 1962 and this particular one did not even have seat belts to strap you into the weathered black leather bucket seats. Did that matter to me? Hard to say, I was having way too much fun enjoying the car and talking to the elderly veteran who has owned this Series 1 E Type ragtop for over forty years. Finding out that he had traded a ’32 full-fender Ford for it because the original owner didn’t enjoy it, baffled me. I can’t imagine how much regret that guy must have if he is still alive today.
This E Type was a 20 footer, up close you quickly notice the cracked and faded gold paint, as well as the tattered fabric covering the convertible roof frame. Every touch of the car was as if it was made of glass. It’s not every day you get to ride in and inspect a six-figure classic. Getting to lift the massive yet ridiculously light weight one piece bonnet to see the work of art beneath it was something special. Learning about some of the modifications required to run the engine on unleaded was a story in itself. It’s amazing that Jaguar used the XK6 engine from 1949 to 1992, in various displacements.
The whole experience reminded me that sometimes the imperfections and inefficiencies are what makes the car so special. It gives it character and a soul. The lithe automobile seduces you like a chloroform soaked rag with the aroma of petrol and the wind whispers sweet nothings in your ear while you listen to the boisterous roar of the engine going bbbbbrrraaaahhhh-rrrhhhiiinn-bbbrraaahh! Sometimes the crude old-school way, is the most romantic way. Like an old world war two fighter playing with the clouds, free of all worry or care in the world. For a short moment in time, I was blissfully intoxicated by an old and classy British lady. One moment that I shall never forget.
The few pics I do have, are on my phone and I didn't ask if I can share them so out of respect for the owner I won't be.
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Nicely put. Your thoughts and observations channel my own when it comes to older cars, which for the most part I define as pre-5 mph bumper vehicles. Although I have little patience for outright reliability or safety issues, lesser idiosyncrasies are something that increasingly bother me less and less. It makes the hobby more affordable too!
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EXACTLY. most everybody wants 4 wheel disc brakes, rack steering, EFI,& sound deadening, totally ruining the driving experience of how the car was when built. If you want your classic car to run & drive like a late model car, just buy a new car. I do like modern tech. & late model vehicles & have no desire to drive my 62 daily, but when I do drive it, it's 1962 all over again.
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I put it as such... "If the car is a classic that you can use for pleasure cruises however, the pursuit of modern technology may or may not be the right move." for the specific reason that sometimes modern technology is desired to make the experience more enjoyable. There is also the safety argument, like getting rid of drum brakes because you want better stopping ability. Another aspect is part life, some parts you'll want to upgrade to more modern parts because it does the job better, longer. An example would be a mechanical fuel pump. At least adding another electrical to pump from the tank to the mechanical can help running problems and save the mechanical pump. There are many ways to view this and this comes down to personal tastes on which areas to upgrade. I believe you can tastefully blend new school with old school, but it starts with defining what you want from the vehicle. You can still have EFI look like a carb and that might be what you want. If it's TBI EFI, you'll still have many of the characteristics in performance as that of a carb, just not the running issues. The car will probably still smell like petrol too when running. She's talking to you, it's up to you to figure out what language you want her to speak.
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I'm with ya Shady. I hate 4 wheel disc brakes.
I drove a rental car 7 hours the other day and must have locked those gabby lil things up 20 times. :P
I like my manual brakes and manual steering. I don't mind the factory integral boxes in the 70's era Ford trucks tho, those are nice and don't feel too vague.
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Eehummm the E-Type he wrote about
Have those dreadfull fourwheel disc Brakes
;D ;D
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so?
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Autoholic, that's quite an essay of your experience in a E-Type Jag. I'm glad you enjoyed yourself.
Myself, after being a tech on European cars for the last 35 years, I am loathe of English sports cars. Maybe it's because my size 13 shoes are too big for the pedals, or maybe because an Englishman thinks that a bazillion tiny bolts are necessary where 4 5/16" bolts will do, it all makes me crazy. But no one can deny the classic lines of these cars. Their owners love them despite their idiosyncrasies and don't seem to mind leaving their money behind.
Having fun in old cars is an experience all of its own. The modifications necessary to make them drive safely and dependably vary with the individual. Obviously they drove fine when they were made for many years. For me, points and generators are stupid, and are a necessary upgrade. Others feel differently and that is fine. That is what makes the car hobby such a diverse activity.
Years ago, I was in a pretty severe car accident. After I got out of the hospital and could walk on my own, I'd go out into the garage and sit in my Mustang. Best therapy I could ever have.
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Well it doesn't have to be a British sports car. Any classic that gets your blood pumping and catches your eye. A Mustang can be the perfect choice. Currently I'm taking a serious interest in Opel GT's and looking into the idea of purchasing one in the near future. I like to do my research first but Opel GT's and Manta's appear to be pretty cheap to get and to restore. Only problem is a large amount of parts for Opel classics come from Europe, so planning large purchases would make the most sense.
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Currently I'm taking a serious interest in Opel GT's and looking into the idea of purchasing one in the near future. I like to do my research first but Opel GT's and Manta's appear to be pretty cheap to get and to restore.
Then you just need to figure out how to shoe horn a cammer in it. :)
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Not possible. It's a tight fit for a regular small block. The cammer will always be a long term goal for a Cobra. I could build and restore to mint condition 2 GT's for the price of a new cammer. Also, the inline 4 has a cam in the head normally and Opel apparently created a DOHC version of the CIH engine, and put them into rally cars. The engines are very rare, and the rally cars they are found in are seriously worth up to six figures. If I do go for an Opel GT, it would be my first classic car and first restoration project. I don't exactly have the facilities (a garage) to do a restoration but I'd figure it out. The Opel GT's front and rear suspensions can be removed as whole assemblies, which makes only the interior a pain however it's pretty spartan.
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Strangely enough, Opels have a long drag racing history where one of the biggest engine types, early 354-392 Hemis or late model 426 Hemis, with fuel injection or 6-71 GMC blowers, were stuffed into these tiny cars:
https://www.google.com/search?q=opel+race+cars&rlz=1T4GGHP_enUS533US533&source=lnms&tbm=isch&sa=X&ved=0ahUKEwiJ--q0hcXKAhWK5iYKHbwCCQUQ_AUIBygB&biw=1096&bih=489#tbm=isch&q=opel+drag+race+cars
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Ok, technically almost anything is possible with enough modification. I'm not interested in the car as a drag car though. I could put a small block Chevy in it if I was bent on power but that's not my goal if I do get one. I want it for that awesome, cool little odd ball step brother of the Corvette from another country. It was designed by the French, engineered by the Germans and built there too, yet over 70,000 of them sold in the US. Everything about the car is odd and cool because of it.
If a '69 Dino 246 GT and '69 Corvette Stingray had a love child, it would look like the Opel GT.
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I've only owned one foreign car other than my project Capris, a Sunbeam Tiger. It was fun to drive. the only other English car I've driven was an early e Type Jag for about ten miles on a windy road in dry but freezing weather with no roof. must say that Jag was quite a lot of chilly fun. Very precise feeling, cramped, top windshield post at eye level so easier to hold my chin up and look over top.
Brakes are an area I don't mind upgrading and overdrive transmissions too.
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I could put a small block Chevy in it if I was bent on power...
Really, you'd pick a chevy motor...on a Ford forum? ::)
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Turbo 2300 Ford 4 cylinder to the front. Heres an example of the power that can be made and spank most 385 series, FE engines and small blocks a like........... A local car to me and a frequent competitor in the Pro-stick group here. That's right a clutch car to boot. Ford power baby !!!!
http://www.bing.com/videos/search?q=fred+house+turbo+2300+ford+thunderbird&&view=detail&mid=7B06A6ECE9149CFCBFC97B06A6ECE9149CFCBFC9&FORM=VRDGAR
http://www.bing.com/videos/search?q=fred+house+turbo+2300+ford+thunderbird&&view=detail&mid=07AC8ACEDD6E8860429907AC8ACEDD6E88604299&rvsmid=7B06A6ECE9149CFCBFC97B06A6ECE9149CFCBFC9&FORM=VDFSRV&fsscr=0
https://www.facebook.com/ARCracecars/videos/917275351663275/?video_source=pages_finch_main_video
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I Tried to sit in a Opel GT a long time ago
When i was not stif as a piece of railroad
track.
It was impossible it just to small. And with
a big V8???? You have to be short to fit in it.
My wife have a Kadet Rally coupe. Thats the
Car the GT is built on.I barely fit in that but
A fun car to drive i put a2.2 Opel FI Engine
In that with a 5 speed.
It have only 115 HP but the car wheights
880kg (around16-1700 lbs)
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I often though some time ago that the perfect engine for an Opel was a in-line dual OHC Cosworth Ford. The last versions had the biggest bore/stroke although I forget now the actual CID. The engine would be supercharged with something like a Vortec with a draw-through carb to keep things simple.
Today though I would have a different engine. It would be a Honda S2000 in-line four engine,with EFI, right out of the crate and size wise it should slip right into that small Opel engine bay. Amazingly powerful little beast btw although I shudder to think what a complete crate engine with controls would cost new.
http://www.jdmspecengines.com/honda-engines/f-series.html
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Several (!) years ago I bought a new Turbo-Coupe T-bird. And very soon after taking possession of it I was working with Brother Lon on his bought-new '67 Mustang that had had a 427 TP motor put in. We were replacing the brakes with a set of Wilwood discs.
Having done the installation, we took it out to do a bit of pad-bedding. I was driving; had not driven the car for several years.
I was immediately struck with the fact that the Mustang was so much work to drive that it was a bit of a disappointment. Even with the premium brakes the disparity between going and stopping was substantial and the steering was VERY heavy.
Directly thereafter I was driving the Turbo-Coupe and experienced brain fade. I was going far too fast to make the right turn into the sidestreet but cranked the wheel over anyway. I therefore pulled a four-wheel drift---which the car accomplished with aplomb. After shaking my head about the dumb manoeuvre, I realized that the car had made up for it with its superb daily-driver handling. And a quick thought back over my recently-completed experience with the Mustang left me with a big smile regarding how far cars had come over the intervening years.
I'll bow to no one regarding my appreciation for older Fords of most persuasions but let's be realistic about the possibilities. I'm now going through the steps necessary to improve the suspension on my Lincoln LS ECTA car in order to better balance the go and whoa. And it started out from the factory with cast-aluminium upper and lower arms designed to be able to out-do equivalent bimmers and independent front-and-rear suspension and discs on all corners. They even put the battery in the trunk to help give 50-50 balance.
KS
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I could put a small block Chevy in it if I was bent on power...
Really, you'd pick a chevy motor...on a Ford forum? ::)
I'm not the kind of guy to put an engine from another brand in a vehicle. Opel is a GM brand, so I'd stick to a GM engine for one. I'd never do an LS swap on a Mustang, and I'd never do a mod motor swap on a Camaro. Again though, I'm not interested in Opel's for sheer power. If I wanted V8 power in a sports car from GM, I'd swing for a '69 Corvette Stingray. I like the "half a Vette" kind of personality of the GT, and I'm fond of the Manta. The Manta has this blank slate, give me a widebody look.
(http://robson.m3rlin.org/cars/wp-content/uploads/2007/11/1973-opel-manta-gt-01-copy.jpg)
(http://px6.streetfire.net/0001/11/69/1151196_600.jpg)