Car Lines

From square boxes to sloping roof lines to coke bottle shapes, car lines have evolved. Sometimes they  just went way wrong.

I’ve had my fair share of cars and their shapes and lines were polar opposites.  My 1966 Imapla (my first car) was long and sleek, my next car was a Dodge Dart boxy but with a good roof line.   Oh but it got worse, my first nearly new car was ….wait for it…..a Ford Granada.  Yes…boxy…maybe a little roof line, but it got me around.

After that a series of car including a ’70 Chevelle (you know those great lines), a European Ford Escort (while stationed overseas) and a 83 Camaro (that had great lines on that one).  I owned one more Granada and a VW Rabbit (diesel) and two Toyota Celicas ( like the lies of those), a couple pickups and my two Vettes and my Mustang.  They spanned decades and many different design lines.

Some of the worse, in my opinion, were some of the best-selling and some that go for huge money now that they are classic muscle cars.

The absolute worse were the pumpkin or watermelon seed cars (that’s my coinage).

Here’s an example:  1996 Chevy Impala

A far cry from my 1966 Impala’s lines

1966 Chevy Impala

Now, I was looking at the lines of my ’70 Mustang and I’d have to say compared to the ’70 Dodge Super Bee the lines (and include the graphics, moldings and even panel seams) the Mustangs lines are much cleaner.

Here is an outlined image of the Dodge:

Dodge

I tried to be fair with my hand drawn lines.  The flow of the graphic and their  awkward end as they go to the relatively square door make it almost look like the designers said..”OH  Crap!!!   We forgot the door!!” The fenders have nice lines, as do the quarter panels, but in total it isn’t smooth.  HOLD ON, before any of you Mopar folks get all worked up, I’d own a Dodge Super Bee, in a heart beat, especially if someone parked it out side my house and tossed me the keys…and I drive that 383 like I stole it!!!

Now look at the lines of my ’70 Mustang…(are you sick of seeing it yet?)

70 Mustang lines

Just the forward edge (hinged) of the door being shaped it a big plus in my opinion.  The sloping of the roof-line into the trunk is another smooth difference, and keep in mind this is just the coupe, not the fast back for the sports back, relatively speaking my Mustang is rather square compared to it siblings,  the Mach I and Boss models. Compare the side window openings.  The Dodge is very angular, the Mustang’s has a smoother flow.

I could go on and on, we could talk about the 70’s Volares or the even move into the 80’s and talk about the Ford Fairmonts or Chryslers K-Car (I can hear Bill now!!!) but let me hear from you.   What do you have to say about car lines, past or present?

Thanks for reading.

Tim

 

car linescar lines

Car Design News

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New Race Team in the Racing Corner – M & H Tractor Motorsport

Check out our current featured racing team in Average Guy’s Car Restoration, Mods and Racing’s Racing Corner.

Tim Gilson and M & H Tractor Motorsports

Link is at the top of the page:

http://timsweet.wordpress.com/racing-corner-3-tim-gilson-and-m-h-tractor-motorsport/

Commentary: Over Restored?

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.

Thanks for reading.

Tim

 

Car Design – 2 Pipes or 1?

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?

Thanks for reading.

Tim

US or Metric Thread Guage

These are handy to have around.

 

Bolt Depot - Thread Guage

So handy, I’d like  to give a couple away.

For next 3 individuals that sign up for my feed and drop me a comment.  I’ll send one of to you.

I’ll be notified of your subscription via WordPress.  In you comment include whether you need the Metric of  U.S. version.

 

Thanks for reading.

Tim

Wrenchin’ Tip – Fuel Delivery

Here the first Wrenchin’ Tip for 2011.

When installing a new engine or even modifying your present power plant fuel and intake system you have a few things to consider.

Of course the size of your fuel pump, where it and the fuel filter is located, size of the filter, size of your fuel line, fuel pressure.  Along with that jet size or injector size and baffling in your fuel tank.  All of this is important to ensure your fuel delivery system can maintain full pressure at peak engine horsepower in high gear.

All of these need to be adjusted or “sized” to accommodate less controllable factors such as Altitude, air temperature and idiosyncracies of your fuel, like quality and octane rating.  Yes even specific gravity of your gas can effect the jetting.

Here are some jetting requirement of a 750 CFM 4 barrel Holley for specific fuel, temps and altitude options:

Octane                 Temp.            Altitude      Front Jetting      Rear Jetting

  94                        80F                 0 ft                   81                       86

110 Race              80F                  0 ft                 81                       83

94                          80F                3000 ft           76                      81

94                          80F                6000 ft           73                      77

94                          40F                0 ft                 84                      89

94                         120F               0 ft                 78                      83

Oxgenated fuels toss another factor in to be considered when determining your jetting requirements.

Studies of shown that every 1 point richer in air/fuel ratio equals only a few percent less power.  Running the engine as lean as possible will increase your power but also increased combustion chamber temp, which can damage your engine.

Thanks for reading

Tim

Barrett-Jackson Auction Scottdale, Az

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

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

 

Tim

Engine Mini Series – Chevy’s 283 Part 3

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