3/1/1988 Pontiac announces the end of the Fiero automobile – Was anyone sad about that?
Pontiac Fiero
3/1/1937 In New Jersey one of the largest dealerships of the era was opened. The Miro Brothers opened a state-of-the-art facility with “one of the largest and most modern showrooms in the country,” measuring 38′ x 40′ . The dealership was service station and dealt for Buick, Packard, Oldsmoble, and REO trucks. The east side of the building served as a Mobil gas station and service garage during the World War II.
As I get ready to start the new round of mods for my 1970 Mustang Coupe, I’m reminded of a couple of issues that came up when I was assisting a fellow Mustang owner doing a trans – transplant.
The first tip is partially dependent on what stage you are in of your restoration.
He has already finished most of the interior when the a transmission he wanted to add became affordable, it was a good deal…saving some $$$$.
He had decided to do the swap and add a short shifter. This of course requires the removal the bezel and the current 3 speed shift lever, which is easily done from inside the car.
Bezel and Boot
In the course of removing those two parts, he found that the opening cut in the new carpet was not going to allow the access necessary. An attempt to ‘widen’ it was successful but left a bit of a jagged slit. Additionally, while removing one of the screws it snagged the carpet and pulled a few loops out. Can you guess what the tip is? Yeah…remove the carpet and if possible make the swap before you put new carpet in.
One other quick tip is to apply a little silicone spray to the shifter to help slide the boot off..oh…yeah…removing the shift knob before the boot is a good idea…..DON”T ASK!!!!!
So I left a couple of photos out of the last post. But I wanted to show (IMHO) a couple stars of the show and one of the strange one.
I covered the Galaxies and 500’s, however, here are a couple more: (Come..on..you would be able to pick just one or two either!!!)
(In no particular order)
Crown Victorian (before the exploding gas tanks and cop lights)
Oh..the Chrome!!
Did I mention the Chrome?
Just look at that smile..I mean bumper!!!
Not really comparable to the Crown Vic – this Starliner was, although not original, very nicely done.
Ford Starliner with a little custom work.
Oh..check out the intake setup on that Starliner!!!!
OK.. I know at least one of my readers will like this next car.
It is a 1965 Ford Mustang Station Wagon. Originally a concept created by William Sibo (designer for Ford Motor Company). He actually built this car from the original drawings. Car is currently owned by Ken Berger. The car now has a 429, rack and pinion steering C-6 auto trans, coil over suspension and power brakes, A/C and stereo system.
No Middle Road - Hate it or Love it.
There you go!
I can’t get past the that rear end….but this helps:
Here some interesting facts for the new in 2008 LS9 engine.
– It was a combination of upgraded LS3 and LS7 components and took 3 years to develop
– All 2000 units were hand-assembled in GM’s Performance Build Center in Wixom, Michigan
-It displaced 6.2 liters
– Bore and stroke 4.06×3.62 with a compression ratio of 9.1:1
– It had reinforced bulkhead to improve block stiffness and used six bolt steel main caps.
– Of note the headgasketts were cut to the shape of the LS3 but had four layers of steel.
– Remember the “tornado”? That device that was sold and was added to your air intake and was supposed to funnel air into your carb or throttle body, booting HP? Well the LS9’s intake had “swirl ring” to improve the air flow.
– Sported the Eaton R1900 2 rotor supercharger, pumping out 2.3 liters of compressed air, but that’s all – this air was then super cooled by the Behr intercooler, that knocked off about 140 degrees.
– The valve were titanium on the intake side and stainless steel on the exhaust side
– The pistons were forged aluminum and the rods were titanium.
Here’s some output numbers:
At 1000 rpm – 300 hp and 320 lb-ft torque
The maximum was approx. 620 hp coming at 6500 rpm and 595 lb-ft of torque coming at 4000 rpm with nearly all of its top end torque available between 2600 and 6000 rpm.
I was reading an article recently in one of my favorite periodical…you know…from the best auto magazine publishing company, IMHO, Hemmings, specifically Muscle Machines. The article was entitled Lessons of Originality and written by Terry McGean. I enjoy his pieces in HMM.
This article pointed out the importance of all original muscle car specimens, used as models for restoration and an understanding of how they were built, meaning exactly, how and why they were put together in the manner they were. This is a very valid point.
Terry goes on to say that today’s restorations are often taken too far and lose some of their original character. Again, another valid fact one can’t argue, but…..
For example, my 1970 Mustang coupe’s shock towers were stamped out and the car assembled without access to grease fittings. The towers had to be altered, in most cases just cut with a torch, so that the fittings could be reached. That is a known engineering/factory flaw and is a cool ( I think) characteristic that makes it unique. ‘Fixing’ that by replacing with re-manufactured parts with the cut out already there (I don’t believe these exist..but humor me here..ok..I know you usually do..and thanks for that!!) would be disappointing . It’s not like a safety hazard or something serious.
1970 Mustang Shock tower with cut out for grease fitting.
But there is just too much emphasis placed on some ‘original’ characteristics, like the correct paint mark or undercoating on parts. Irregular panel alignment or even one of the bigger deals, paint, specifically what is known as orange peel or that somewhat dimpled look to some factory paint jobs, are considered the epitome of originality and should re-create. To me that is just nonsense.
If you were to look at the side of my 07 Corvette you’ll notice the orange peel effect which looks like the surface of …. yes…an orange. This is said to be very important when judging a car in some levels of the business. But back in the days when I worked in my father’s body shop businesses, orange peel was a product of sloppy work. That is Terry’s point as well, that the cars were assembled with much less care, a lot less care than, of course we take with restoration. (More on that in a bit.)
Here is where I personally begin to draw the line about ‘caring’ whether a car is “restored” to original. First, if it’s restored, it’s not original or re-phrased – “It’s only original once!” (Don’t worry I’m going to drag you down that discussion path too far.) Second, small things like the realignment of the doors or hood or other panels doesn’t make it any more unoriginal if it’s restored nor does it distract from the car at all. The art of the restoration is what is really important and minor improvements are nearly unavoidable.
Let me use the restoration (we’ll call it “Part I”) of my 1970 Mustang coupe. I intended to restore it to what was possible back in 1969-1970 then the cars were built. Everything is period, not original to the car (swapped a 1970 302 for the original 250) but available as a possible option. I love the feel of this car, it still performs as it did back then, even with the aligned hood. At this point in its life span the car is as close to original as it’s going to get (it still has drum brakes). I’ve realigned the panels, I’ve replaced the motor mounts with polyurethane. In the next round of restoration the car will enter its “restro-mod” phase. It will take the Mustang way past the line I drew the first time around.
And why not? Hey…come…on, we project so much emotion in on our cars…’She’s just not running right’ or ‘That car just doesn’t like the cold’. Why not project that they all wish to grow and to change to become more than they were?!??! (Too much of a stretch…let me re-read it…..hang on…mmm….umm…………yeah too much…since I already typed it…I’ll leave it…no sense wasting bytes…pls tell me you got that?????)
Terry mentions that the folks building cars back in the 1960’s often cared little about what they were actually doing and of course none of them were as concerned as we are when we restore them. Now I wasn’t at the factories back then, but I bet in general they took a lot of pride in their work. Of course there were those that didn’t and those that did Monday – Thursday, but on Fridays, not so much. This happens in every business. However, back then many things were done by hand and during long shifts, back-breaking work to be sure. Not to mention that the engineering tolerances weren’t nearly as tight as they are today, it just wasn’t a concern. My only experience with the manufacturing side was my visit to the Corvette assembly plant (I’m going back this year) and it’s hard to tell what everyone everyone was feeling that Tuesday, but you could see the dedication to the overall process. Union’s have made a huge impact and as has technology, they both have had negative and positive effects on the business – but that’s another article.
I worry (but not too much) that the purists will ruin the art of restoration. Terry’s article reminds us that preserving original muscles car are important, as reminder of how it use to be done. But I say they shouldn’t be the only measure of a restored car. Restore it to enjoy it.
I often have several articles going at once. However, since I don’t to this for a living (yet) daily activities, like driving to work, often give me ideas for a quick blogging episode, the other article wait.
Like the other day after work, which was a good one at the old salt mine, a rarity, I was headed to my work out session with my “very understanding” better half and the car in front of me made think of a particular feature of a car’s design.
In this case I need to give you an insight into some of the things that go on in my head while driving.–Don’t worry this is the PG version–. The most important need is to be very diligent as to notice other corvettes..got to keep the wave alive…” missing a wave is a violation of the corvette code. (Yeah…really…and you thought all you had to do while driving a Corvette keep an eye out for ‘smokey’.) Second most important thing is to keep an eye out for old smokey. Then there’s the sizing up of your road-mates as you are stopped at a red light. After those serious tasks, I look at the tail end of the cars around me to see if they are two pipes or one and of course size (exhaust envy – it’s real!!). One tail pipe means it is a “girlie man’s” car and two or more is of course the opposite. Hey… it passes the time while sitting in traffic.
Normally, I check out cars of all types for tailpipes, Honda, VW, all the domestic brands and models. Most only have one and some have the bumper designed for two but still come up short one pipe.
So today, I’m sitting a traffic light at Broadway and Aviation Highway behind a Saturn Overlook cross-over vehicle. Habit takes over and I noticed that there was only tail pipe – girl’s car. As I looked closer the rear end, I noticed what appeared to be a factory designed space for a second tail pipe. But the gap wasn’t just a mere indent where the second should have been. It was a very wide space. The design of that of its exhaust system on the end has muffler that looks like an over sized World War II canteen. The tailpipe sticks out of this elongated canteen at about a 70 degree angle. The muffler is exposed and hides the rear suspension. In the picture below you can see the dual exhaust.
Saturn Outlook with Dual exhaust
Now picture the left one removed without the muffler. What you’d see is a cut out and the left independent suspension structure. Why not close that off? The real reason is cost of having two different rear bumpers’
Below is a picture of a 2008 Outlook and you can see the exposed rear suspension.
Exposed suspension
So while you are driving, look at the backend of the car in front of you. You’ll see that Honda Civic with a place for a second the extra exhaust pipe and you’ll think…”Really? It was designed for a dual exhaust?
Let me start of by saying, WOW!!! Of course that’s what I say every year I attend.
There is a lot of things to do (oh, not just car stuff but one of my better-half’s favorite — shopping — everything from jewelry to purses to beds) , people to talk to and cars, cars and cars. Car people are at their best when they are around their cars.
This year was a bit different for me, yes, I sat a watched the auction a bit, I really wanted to talk to some of the vendors (I have a project to work on) and wander around the various staging areas.
Some of my favorite vendors were the Karl Kustom Corvettes. These are re-bodied C6/Z06 underpinnings/platforms and put some of the most popular Corvette bodies the ’63 split window coupe and the 67 Roadster. These are outstanding looking cars and if they perform like the Z06 and I understand the auction price. Oh and it is not just the bodies, they’ll take your old LS3 and knock it up to 599hp and your lame LS7 to 650hp…I’m just saying!!! Check them out at: http://www.karlkustomcorvettes.com/
Normally they have some sort of racing event or car demo, last time I attended -2009 they had 4 wheel drive area to the lasted models of Jeep and Hummer, and drifting demo. This year if you registered with Ford and Chevy (they walk you up to a computer and you punch your information) you were allowed to drive two of their latest models offerings. Since I’ve driving the Mustang and the Corvette before, I opted to drive the SHO Ford Taurus and the 2011 Camaro convertible.
2011 Ford Taurus...Oh..don't laugh..this ain't your daddy's Taurus
2011 Camaro Convertible
Let me say this about the Taurus SHO …Surprising!!!! It doesn’t look like much…but get behind the wheel and you’ll feel the kick. I managed to get the rear end to slide around (much to the Ford reps surprise) on the short track they had set up. That car says “sleeper” all over it, but you’ll shock the guy next to you taking off from that red light on your way to work. (Come..ON!!! You know you do that red light mini drag thing…yeah..ya do!!!)
The Camaro was awesome as well. I pick up one if I had room to park it.
Additionally they had the Bondurant guys there and they’d give you a spinning the their Z06 as well as a racing school out of Utah, that made it known to me that they were a “real” racing school and used real race set Mustangs unlike the Bondurant’s “street’ cars. They had a couple of cars there’s as well.
Here’s a few more pics and I’ll finish up a bit later.
Bagged Restro Mustang
Entry on to the Stage. A beautiful DeSoto on it's way to the block.
