Tag Archives: Classic Cars

Barrett-Jackson Auction Scottdale, Az

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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.

Factory Race ready Camaro

 

 

More to come.  Thanks for reading.

Tim

 

Barrett-Jackson Scottsdale, AZ

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Headed there this weekend.  Look for pics and posts coming up.

 

Tim

Engine Mini Series – Chevy’s 283 Part 3

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This is the part of the engine series where I list the uses for the power plant.  The 283, as I mentioned, carried Chevy engines to the next level, by being the first engine that car manufacturers were able to coax out the same horsepower as the displacement.

From 1957 (its inception) to 1959 the 283 was the base model V8 for nearly all Chevys, coming in a 2 and 4 barrel versions with the 4 barrel being the main power plant for the Corvette.  In 1958 the 4 barrel version was dubbed the Super Turbo Fire with 220-230 hp with 9.5:1 heads.   (Toss that name in with other versions like the 348 Turbo Thrust and the Super Turbo Thrust which sported 3 two barrel carbs.)  The other premier engine during that period was of course the FI used in the Corvette with 9.5:1 and 10.0:1 compression.

The 283 Super Turbo Fire

1960-1961 saw the base 283 drop to a 2 barrel and muster just 185 hp.  The bright spots were engines used only in the Corvette, the dual quad and the FI engines.  1961 also saw the 283 go MARINE – nope not joining that elite military branch but rather Chris-Craft the boat builder, sealed it tight and give a duty on their Cavalier Cruiser vessel.

Marine 283 for Chris Craft Cavalier Cruiser

Not much changed in 1962-1963, at least nothing very exciting.  Chevy dropped the dual quad as an option (although I bet you could still get it done) and the 283 dropped in hp to 170 and as was no longer an option for the Corvette, but was added to the Impala.

As perhaps a last chance to breathe some life into 283 Chevy gave it a bump in hp to 195 and it found a new home in the new Chevy II in 1964 and 1965 a 4V was added give the iron 220 hp and another new home the ’65 Chevelle.

But that couldn’t save the 283, it was time for Chevy to move on and 1966 was its final year.  It served as the base V8 that year as an option for the Chevy II and Chevelle and the other Chevy sedan’s, like my 1966 Impala.

Although it seems like I give this a quick pass (not a long list of models) the 283 served nearly all models of Chevy from 1957 to 1966, listing them all would be, well ..repetitive . Interesting enough it never crossed over to the other GM brands.  But it did make it into the Canada made Studebaker cars  in 1965 and 1966.

During the it’s life span the 283 was offered with every transmission available for that year. From the torque glide to the power glide automatic transmissions and even a few 3 and 4 speed manuals.  Additionally, I was surprised to find that it was offered with air suspension with some automatic.

Did the 283 really die? Nope it received the cam from the 327 and became Chevy’s 307!!

Notable:

–          The 327 followed the 283 and although it was an entirely hunk of iron, to keep cost down Chevy used some 283 components initially.

–          GM’s RPO 579E option on the 283.  579E was called the Air Box.  It was perhaps the first production cold air induction system(at least for Chevy). It consisted of a plenum box mounted on the fender well of the driver’s side.  The box was fitted to an opening in the bulkhead next to the radiator with an air filter inside.  The duck work ran to the fuelies injection unit. Records indicate that there were only 43 produced in 1957.

1957 Corvette AirBox

–          Corvette Fuelies had a reputation for hard starts and finicky operation and many were replaced with the standard carburetor  (1957)…Flash Forward the 1984 Corvette Crossfire (fuel injected) (Of which I was a previous owner) suffered from finicky operating and some were replaced with carburetor set ups.

I hope you enjoyed this little bit of engine history and as always, thanks for reading.

The correct should be – the 283 received the “crank” from the 327 (not the cam) and became the 307.

Thanks.

Tim

Tim

Auto Factoid 2011-2 Chevy Engines

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1965 – 1966  Chevy’s mainstay V8 the 283 was used in several Studebaker models build in Canada.

 

1966 Studebaker Cruiser

1966 Studebaker with Chevy’s 283

Chris-Craft boat manufacturer used the 283 in their water boats.

 

 

Marine 283 for Chris Craft Cavalier Cruiser

Chris-Craft Used Chevy’s 283

Thanks for reading.

Tim

Auto Factoids 2011-1 Corvette Fuelies RPO 5789E

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1957 – 1958  saw the use of the New 283 engine in Chevy‘s including the Corvette.

The Corvette was fitted with the Rochester RamJet and RAM’s horn intake as the RPO Code 579D.  But recently during some research I read that there was another modification.

It was called the Air Box Option, RPO 579E and it was perhaps the first production cold air induction system(at least for Chevy).

It consisted of a plenum box mounted on the fender well of the driver’s side.  The box was fitted to an opening in the bulkhead next to the radiator with an air filter inside.  The duck work ran to the fuelies injection unit.

Records indicate that there were only 43 produced in 1957.

 

1957 Corvette AirBox

Thanks for Reading.

Tim

 

Engine Mini Series – Chevy’s 283 Prt 2

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Oh yes, believe it or not, the 283 put the Corvette at the cutting edge of performance in 1957, fitted with the RamJet FI (fuel injection) system (“fuelie” was the gearhead term for that).  In 1958 the 283 was the base engine for the Corvette, but the 283 that use to put on 283 hp was tuned to create an even 290 hp. If that wasn’t enough for you (of course it wasn’t enough, two words that should never be heard together ‘enough’ and ‘horsepower’…unless…the word ‘not’ precedes them).  The RamJet FI was an available option RPO 579D.

Additional configurations were dual four barrel carbs that produced 270 hp, they were either Rochester or Carter AFB.  The cam was changed in 1958 to give 0.398 inches of lift, improvements made to get more oil to the lifters and the exhaust manifold was reworked, called the Ram Horn’s manifold.  There was a change in how the 283 was mounted.  Chevy used the 3 point system with a mount on each side and one at the rear of the engine at the transmission.

Intake manifold for the 283 Double Quad

Dual Quad set up on a 283

In 1961 the FI jumped the engines’ horsepower to 315.  (Hey, the base corvette in 2007 was 400 hp.) The FI wasn’t the only improvement for the 283 in 1961.  It was treated with a set of solid lifter, improved heads and hydraulic cam which helped the block rich 315 hp, easily.  This would be as far as the 283 would go in horsepower – in production.  1961 was also the last time the dual four barrel carbs were available as an optional configuration.

By 1962 the 283 was replaces by an entirely new engine the 327 (that’s another mini series) as the premier Chevy small block.  The 283 was dropped from the a power plant for the Corvette to a base engine for Chevy’s passenger and used from 1963 to 1964.  Its horsepower dropped to 170 and 195 for two configurations.  A small bright was a four barrel configuration for 1965-67 that produced 220 hp. (That was the configuration of my 1966 Impala convertible.)

Of note is the use of the 283 in Chevy’s light trucks with a two barrel configuration for most of the models in 1958 to 1962.  It produced only 160 horsepower.  For the 1963 to 1967 light truck models the hp was increased to 175.

1967 was the last year for the historic 283.

 

1966 Chevy Impala

 

Coming up next a recap of the uses of the 283.

Thanks for reading.

Tim

Engine Mini Series – Chevy’s 283 Prt1

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So far my writings are about engines have been ones I owned and the 283 was the engine in my very first car.  It was a 1966 Chevy Impala.  It was a gift to me for my 1976 high school graduation.  The car was restored by my father, who was a master auto body man.  The car was a convertible with A/C and glass rear window. It sported an automatic Powerglide transmission.

The 283  was a simple engine and of course the engine bay of the ’66 Impala  could hold a family of four, with lots of room  to work in there.  Oh…those were the days…a piece of cardboard on the ground and 3 bolts later you’d have the starter out.  I wish I could find a picture, I know there were some taken, polaroids back then, but they’ve disappeared over the years, much like the car.

So what’s the history of the 283 and what was it used in.  Well those answers are coming up as well as two special uses of the 283, one in the past and one modified restro-mod use…(yeah…someone mod’ed a 283..very cool, but that is later).

As with most engines the 283 wasn’t drawn up on the design boards and produced.  It was a result of Chevrolet’s desire to increase performance of a power plant they already had on the shelf.  The 265 cubic inch small block underwent transformation that resulted in a new engine in 1957.

The modifications made to the 265 to create the 283 were increased bore from 3.75” to 3.875″, the main bearing was given 2.30” journals and 2.00” connecting rods.  The base configuration (with a two barrel carb) for the 265 produced 165 hp, the 283 made 185.  Twenty more horsepower doesn’t seem much but toss on a 4 barrel and the 283 takes off at 220 hp which tops the 265 similarly configuration producing 185-195 hp.

Chevy's 283

1957 was a good year for Chevy.  Bill “Grumpy Jenkings took a 283 fitted with a dual carb set up and achieved 270 hp. It was also the first year for Chevy’s Rochester Ram Jet and what better engine to use than the new 283.  This combination took the 283 in to the history books by producing horsepower that equaled the displacement – 283 c.i.d. and 283 hp.

And that is what led to the installation of the 283 in Chevy sports car platform, the Corvette.

More on that coming up in Part 2.

Thanks for reading.

Tim

Happy Anniversary, New Year and Thank You.

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As we close out the year that was 2010, I celebrate the first year anniversary of Average Guy’s Car Restoration, Mods and Racing.

Over the past year, I’ve enjoyed jotting down my thoughts and experiences.  Mostly, I’ve enjoyed hearing back from readers here on my Word Press main site and in other social media.

This past year I’ve seen the page views on this “one man” blog go from just a couple per week, to nearly 1500 a month.  Not bad for a non-commercial blog, with no paid advertising.  So THANK YOU.   I hope to hear from and read your comments and views in 2011.

What’s coming up in 2011?  Mods on the ’70 Mustang, tweaking of the LS2 on the 07 Corvette and I’ll continue with the Auto Factoids in their new format.  You will see more mini engine series,  kicking off the New Year one of my favorites Chevy’s 283  and there will be more racing events, test ‘n’ tunes and Mom and Pop racing teams highlighted.  There will be more contests and DVDs to give away and  project updates from readers. Oh…I’m coming out with the Average Guy’s 2011 Calendar look for that on-line.

It’s going to be a fun new year.

To you and yours – may 2011 bringing nothing but happiness and joy.

Happy New Year.

Thanks for reading.

Tim

You need WHAT in your garage? Really?

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O.K., I don’t do this too often on this blog but every now and then I have to point out something I think is just ridiculous.

I do a lot of reading.  A disproportional amount of that reading is car magazines. (To my son:  Yes I will get to the two Stephen King novels you bought me…promise!!)  In fact, I get so many car magazines that it’s difficult to keep up (sounds like a New Year’s resolution is in order).  They stack up and my wife’s patience goes the opposite direction with my messy side of our shared office and piles here and there of unread periodicals. (O.K.  so that New Year’s resolution may turn in to a  ‘CLEAN IT UP’ New Year’s directive, in which case, failure to comply would not be an option.)

In the course of all this reading I’ve become familiar with a lot of writers and their styles (some I communicate with via email or social network).  You also gain a  general over all tone of their respective magazines.  With the exception of  my favorite writers at the mega car publication company (SHOUT OUT TO) Hemmings (I refer to them as “They Who Do No Wrong”) who seem to be pretty down to earth and hug the middle line pretty well, it’s clear that some car magazines want to project a blue-collar image and others a blue blood image.  Every now and then, the blue-collar want-to-be’s do grab a seat on the snob express and leave us average guys going.”..W..T..H(family blog)!?!?!?!…..REALLY!?!?!?!”

My inner lawyer cautions me to not use names of magazines and writers, of course suing me would pretty uneventful, you might end up with a 70 Mustang coupe and a 302 and that’s about it.   My inner writer says “If you ever want to move your writing anywhere other than on this blog, do not insult the established press.”  My inner wise-ass (still family safe, I believe) wants to poke fun by name at both (magazine and writer). Normally my inner wise-ass wins.

So I am reading the latest Car Craft, Jan 2011 (yeah, it some how ended up on top of the pile) which I considered a blue-collar magazine, lots of get dirty articles and useful techie stuff and not just shiny  pages, shiny paint and expensive wheel. Well apparently I missed the fact that they were moving to a new location (probably in a back issue I haven’t gotten to yet..if I can find my Car Craft pile again”).  All I can say is “WOW” and  “the Auto Magazine business must be paying good”, because their new garage is to die for!!!  Really, how did they ever survive without an ocean front garage in El Segundo, Ca. where, while you are on your lunch break, you can catch a bite to eat, a Pepsi and a wave ???!!!!!  With a few more earthquakes my Arizona home might one day be ocean front property.

O.K., fine,  so a quick Google shows the Car Craft garage address isn’t actually on the beach and really location isn’t  my point.  What is, is the article that Mr. Douglas Glad wrote in the “Front Man” section – “Man Cave”. Specifically a couple of items, he believes are necessary in a garage.  He states “…every car guy’s garage needs the basics to be useful and a good place to get away from school, diapers,….”  Hey, I get that, I was a stay at home  Dad for a while and sure, you must have the tools to get the job done.  I was really interested to read what he thinks we average car guys (I just tossed in the “average”) need in our garages.  But at the next paragraph’s bold heading, I stopped and said “What?”  I then scanned the other six paragraphs’ headings and was dismayed, but I read on hoping I could salvage something from the piece.

First critical piece of functional equipment was a….MIG welder?  Nope. How about a parts cleaning machine? Nope.  How about a flat screen T.V.? Yes. But according to the article, it doesn’t have to be huge.  So what’s next? I’ll just list them:

1. A movie collection of guy movies – I have an AM FM radio and CD player (old), most of the stations are static interrupt by parts of a song or commercial and the player skips. I’m normally so wrapped up in what I’m doing it just becomes white noise anyway.

2. A wall collage – If there is that much space on my garage wall, I’ve got some nails and stuff to hang from them and a Hemmings’ Muscle Machine calendar.

3. An art school grad’s, air brushed wall art – Same As Above

4. Electrical – 220 – Now I can get behind that.  Right on!

5. Trosley Car Portrait – First WHAT!?!? Then…Same as 2 and 3.

So I’m taken back. My image of a greased smeared blue uniform shirt wearing, lay a wrench on it, magazine, has been crushed.  Has Car Craft gone soft?  Do they out source the work and just drive  the finished project in for photo ops?

Am I shocked and dismayed or just jealous?  The latter!!!!

I dedicate this to a follow car guy who I purchases some used parts from a while back. Bill is restoring his dream car  in a 3 sided building in the mid west, where in the winter,  he normally has to shovel snow out of the way to work on it. You rock.. Bill!!!

Thanks for reading.

Tim

Aftermarket – Oh… Nuts…. and Fastners for ’70 Stang

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While I’m currently working on the project plan for all the modifications, I still get the urge to spend a beautiful winter’s day doing some wrenching.  Oh…here in southern Arizona you wait for winter days like today, Sunny and near 70 degrees…oh yes..perfect day for being outside and working on your projects. ( Don’t hate me ’cause I’m warm!!!)

Modifications pending, there are still little things that can be done.  A few weeks ago I noticed a loose fender bolt.  Now normally these bolts are screwed in to clip/slide on nuts (some times called “short nuts” but I just couldn’t put that in the title) that are slid over the edge of one of pieces you need to hold together.

 

Slip-on or Short Nut

 

So if a bolt becomes loose it is often the cause of vibration, and if left unattended you can actually loose the slip-on nut. Unless…..it doesn’t have one and a traditional nut has been used.

A while back I ordered a couple of bags of bolts and short nuts for my Mustang and today I decided to spend a few minute and replace the loose one and check the others.

What I found was a bit odd.  Three of the bolts on right fender (do I have to say right “front” fender? I hear that all the time, but I grew up knowing that fenders were in the front and quarter-panels  were in the rear.) did not have the short nuts, but rather the tradition bolts.  I checked the left “front” (just in case) fender and found them to all have slip-on nuts.

I can understand that some where in the 41 year life span (Oh…incidentally..I’m technically the 3rd owner, with the to previous owners beginning a mother, daughter combo)  of my ’70 coupe that someone took it a part, lost the slip-on nuts and yes it was just a driver car so that’s possible.  However, on closer inspection I noticed that the normal slots that would allow the assembler to slide the short nut on were not there for the three bolt holes at the front of the fender (or at the front of the front fender….ok sorry, enough of that).

 

Square Slot that allows for the installation (Left of the bolt)

Bolt Holes without the slot.

So I wondering how much after-market parts are actually on the my Mustang.  When I had the car repainted, we did discover that the right door was replaced (paint underneath was blue) so why not the fender?   The options I have are to, remove the entire fender and if the holes are not blocked by aftermarket fender then I’ll have to consider using the traditional bolt and nut or I’d have to cut the slots.

 

Now that’s not the only aftermarket issues I discovered.  Those two bags of bolts and short nuts…..yeah..they aren’t the right size.  Although the are sold as “fitting 1968-1970 Mustangs” the original are 1/2 ”  nuts and these are  7/16″.  Well yeah..they’ll fit…heck there are all kinds down the street at ACE Hardware that will fit too!!!

I’ll follow-up on this later on.

Thanks for reading.

Tim