Happy Thanksgiving! Turkey and left overs.

photo source: ginamote.wordpress.com
There's always something left on the platter after the meal.

What am I waiting for?

I got the chance to drive my Mustang enough to chase down the source of the coolant leak, sort of. I finally saw a small drip running down the right rear side of the intake manifold. After closer observation I saw that the right rear manifold bolt had coolant flowing around it. I could see that there wasn't any coolant flowing down into the engine valley. Could the manifold have loosened up enough to permit a leak? Is anything ever that easy? I checked the manifold  bolts and found that the torque reading was within specs. The manifold must have a little crack, the heater hoses connect to a boss at the rear of the manifold that contains the hose fittings. That could be the source of the leak. I guess I could put some sealer into the system to check my hypothesis.

The intake manifold is made of plastic, and they were known to break down and leak around the thermostat housing, among other places. Sometimes they suffered a catastrophic failure that erupted into an under hood shower of green coolant. An updated design used an aluminum coolant cross over pipe which was supposed to alleviate the problem. The original manifold in my car lasted for 175,000 miles which is pretty good service. I replaced the manifold in my car about three and a half years ago. Could the replacement have failed so soon?

I was successful in removing the pistons from the front wheel cylinders of my Mark VII. I need to replace some parts that were damaged: I need the internal cylinder spring for one cylinder, the crossover pipe fitting refused to loosen and the pipe was twisted and broken when removing the fitting from the other. I would also like to replace the brake shoe return springs

My plan is to clean, rebuild, and remount the cylinders, reassemble the brake shoes but not connect the brake hoses, yet. Then I will move back to the rear brakes to repeat the process. If I could get the hand brake to work, I could use it while moving the car, if it was running. Of course I need to remove and rebuild the master cylinder and blow out all the brake lines.


The oil filter canister top cover gasket didn't fit properly and needs a better design. I have to repair the end fitting to the add on oil filter canister and secure the mounting.

The carbs need to be cleaned, the broken bushing housing replaced and the assembly mounted to the head.

I have to clean out and check the integrity of the fuel tanks. I also have to devise a gravity fuel feed directly to the carbs. Not that I'm forgetting the dual fuel pumps, but I would rather concentrate on getting the motor started.

The vacuum advance assembly on the distributor needs to be replaced.  I saw one for sale on Amazon but it cost 80 bucks!


The registration on my XJ6 was due this month. It also needed a smog check to complete the process. I misplaced the renewal notice and when I checked the actual registration document I found that it had passed a week earlier! I went to Triple A and paid the registration, plus fees. I only had to pay a penalty of an extra thirty bucks! I've done much worse. The CEL has been on for a long time, but the car runs really well.  Still, that will have to be dealt with before it's gets the smog check.

The front suspension really needs to be rebuilt, I mean REALLY needs to be rebuilt. The steering is sloppy and it pulls to the left constantly. The last time I drove it to work it had developed a really bad oscillation that was felt in the wheel.  No more driving it to work.

This is the official Jaguar tool.

The homemade tool is on the left, threaded rod, nuts, washers, and a piece of pipe.
The tool on the right is for the rear spring units.

This is going to be a difficult job so I've even toyed with the idea  of buying the actual Jaguar spring compressor. Jagbits offers the tool for 500.00. That's a chunk of change so I started building the homemade job like I've seen on the forums. I have several additional compressors that I can use in conjunction with the DIY tool to ensure a level of safety. This is more in keeping with my driveway mechanic ethos, except that I don't want to do the job in my driveway.

The shed is in, and my Wife has started the process of clearing out the garage.

My goal is to be able to park two cars in the garage, while still housing all my necessary tools and equipment like the tool chests, jacks, and air compressor. I would like to be able to keep my workbench and some of my steel industrial storage racks, but nothing is written in stone. I graciously decided to set aside some space along the wall for my Daughter's small business stuff.

The XJS needs the same front suspension rebuild that the XJ6 does. Still, it is running and driving. At least all my cars except the Mark VII are driveable and I can easily move them around. That makes huge difference.

Am I buried alive or just slogging through ankle deep mud?

Last year I posted the following quote: "The happiest of people don't necessarily have the best of everything, they just make the most of everything that comes their way." Karen S. Magee

That's an attitude that I've tried to embrace and it leads me to be appreciative of everything that I have been able to enjoy in my life. Cars are important to me, but there are things of greater value. I have responsibilities towards my Wife and family first. I am blessed that the important things  are going well enough to allow me to have a little fun with my old cars. I hope that you have an enjoyable Thanksgiving.

And now, for something completely different.

Just something I can kick around in the back of my mind.

My 1970 Mustang hardtop.

Thinking back about my '70 Mustang coupe I'm left with mixed feelings. On one hand I was kind of glad to get rid of it, on the other hand I thought that it was a pretty good looking, just a right sized, fun to drive car.  It was a project car, and it was built to suit my design. On that point I think that it was a success. I built it with the look I wanted.

On the other hand I found myself with a car that would need a pretty big expenditure to bring it up to the technical specs that I wanted. While I really didn't have a beef with the straight six, it was the biggie after all, displacing 250 cubes, it's just that the fuel economy was so poor. Any equipment to improve performance and economy was scarce and very expensive. The braking system, though it was the same five lug wheels and drums as on the small block equipped car, left a lot to be desired. My experience indicated that a power boosted disc brake system at least on the front would have been a much better set up.

Sure, all kinds of upgrades are readily available, they just cost money. Add up all the upgrades; V8 swap, disc brakes, and adding a/c and the price tag turns out to be prohibitive. I guess that I should have started out with a better car! I know, I know, it didn't take a genius to figure that out. I started out trying to make an end run around the high price of a ready to go V8 muscle car. It didn't really work out.

I did that like that '70 Mustang, it really is my favorite model classic Mustang, but I don't think that I will try to find another one. If I go for another Classic Mustang it will be better equipped, but not one of the more expensive models. My choice would be the much unloved '71-73 Mustang coupe.

I actually like the sail panels of the C pillars.You can see how the level the roof line is,
if it would have tapered at the rear it would have been a much sleeker design

Why? Well because they are unloved (even in the Sportsroof version), and they are therefore cheap. Most are equipped with the standard small V8, usually an auto trans, power steering and often power disc brakes up front, and even a/c. All he basic building blocks are already there. Since they are pre '75 no smog test is required and I would be free to modify the motor and make some real improvements.

Some say that they are too big, ungainly, even ugly. I used to think so too.

This is the look I would try to avoid.

The rear of the roof is pretty tall and there are those roof sail panels. I think that the stance is very important. having a jacked up rear just makes the car look too tall. A lot of guys add the Mach One wing which doesn't help the profile any, in my opinion. I think that it should be lowered slightly, maintaining a level stance. A front spoiler would be okay, keep the tires and wheels within the fender contour, no big meats hanging out! I would build a custom front grille and tailight panel like I did on my '70. And it would also be Highland green, if I'm going to have a classic Mustang it's gotta be Highland green! The wheels would be wires. My favorite pick would be the Mark VII alloy wire as used on the Bill Blass editions. If that can't work, then maybe some other type of OEM alloy wire. If all else fails, GM wire hubcaps as used on the Buick or Olds models would be an option. Cadillac caps have too big a center section.

These are alloy wheels with actual spokes laced in the front.
I guess the center section is kind of big, too,

I've been reading Octane magazine for several years now, and what I'm going for is a kind of Euro vibe. A clean look that would stay away from overused muscle car cues.

photo source:Stephen Alfon
In this shot you can see that the design is well proportioned. 
The large wheels fill out the wheel openings without having to lower the car excessively.

This is a 1977 Aston Martin DBS coupe.
I do love a green car!

I think that the Aston's fastback roof treatment is better than on the '71-73 Sportsroof Mustang, but the coupe looks better than the Aston convertible with the top up! The cars do have a lot of similarities in their profiles and even in the front appearance. Am I saying that the Mustang is the same thing as an Aston Martin? Of course not. But they ARE both large V8 powered GT cars, and they can be put to the same uses. I've always believed that the Mustang was the "Everyman's" Aston.

You won't find many pictures of the car with the top up, now you can see why.

Am I really going to buy a '71 Mustang? Maybe someday, but I think that I'll just keep my eyes open for a set of those Lincoln wheels!

Engines. Sometimes you just dig them. The motor is the heart of an automobile or motorcycle. It can also be be the primary focus of the vehicle. Especially if it is the product of a famous manufacturer and is heir to a long history of racing success. Opening the hood can provide a world of satisfaction.


The Vincent.

What else could this be but British?

The Vincent was the World's fastest motorcycle during it's production run. It's all alloy construction and novel frame design kept the total weight of the motorcycle down. There were two carburetors fitted, and with the superior porting it allowed breathing at high rpm. The use of an advanced cam and follower design allowed the motor to achieve much higher operating speeds than it's contemporaries.

It is also the look of the engine which makes it so appealing to me. So very "busy" in appearance, with so many bits and pieces bolted on here and there. So very very British in it's visual complexity.

1936 Harley Davidson EL
Looks a bit cleaner than the English V twin.

Compare that with the Harley Davidson EL of 1936. In 1936 it set the World speed record for motorcycles at 130 mph. Real world performance was over 90 mph, this was at the time when your average Ford Model A would be hard pressed to hit 60 mph. With a single carburetor it was designed for reliability and longevity. The alloy valve covers identify this as the legendary "knucklehead." It is a feast for the eyes.


Bentley Pre War Six.

This is the motor that powered the racing machines of the legendary "Bentley Boys." The Twenties and early Thirties were the glory days of the marque that achieved it's greatest success before being bought by Rolls Royce.

The straight six configuration was the favorite design of the premium British marques. An overhead cam design was employed with a novel cam drive tower located at the back of the engine. Multiple carb set ups were determined by the state of tune and expected use of the vehicle. One of my favorite features, (shared with both of my six cylinder Jaguars) ts the use of a dual exhaust manifold. Straight sixes were never treated like the poor relation here, unlike in the U.S.

Even before the era of American V8s, inline engines never received highly developed manifolding or multiple carburetor set ups. Most inlines were flathead designs that were developed to provide low end torque as well as run on the low octane fuel available at the time. There were a few exceptions. The Buick  OHV inline eight of the late 1940's showcased a progressive dual carb "compound carburetor " set up that pre staged the use of four barrel carbs on V8s. The "Fabulous Hudson Hornet" sported "Twin H" twin carb set up and was NASCAR champ for a couple of years, owning to their competitive power and superior handling.

Aston Martin.

David Brown, a British industrialist purchased the faltering company for 30,000 dollars after the war, also picking up the ailing Lagonda concern. David Brown manufactured tractors, so he knew how to run a successful production company. Aston Martin enjoyed their finest era of racing success and produced some of their most memorable car designs during the David Brown years.  "Shaken not Stirred" Right?

This engine was designed by W.O. Bentley, and was the reason that David Brown
bought Lagonda.

The all alloy engines were powerful and like the Vincent, and are known for their eccentricities of construction. It is British, after all. One interesting feature is the presence of "weep holes" in the block to drain the area around the cylinder liners. Aston Martin did not produce a V8 engine until the 1970s.

The Jaguar XK Six.

The story of how Jaguar engineers developed this motor while on fire watch at the factory during WWII is a modern legend. They discussed the new motor that they would hope to build after the end of the hostilities.

William Lyons tasked his engineering crew with developing not only a technologically superior motor but he wanted it to look good also. Mission accomplished.

The engine enjoyed a notable run of success in multiple types of competition during the 50s and early 60s. Notably five wins at Le Mans. The XK powered Mark VII sedan finished second in the Monte Carlo Rally of 1952 and overall winner in 1956. (This could be the reason that I bought one!)

Jaguar V12

This was the most successful passenger car 12 cylinder ever, well over 150,000 units were produced. It was the sole powerplant of the Series Three E-Type, and of the XJS during fifteen years of it's run. The 12 was also used in three series of the XJ12 sedan. The 12 cylinder XJS was the fastest four passenger vehicle on the market for many years with a top speed of almost 160 mph.

It is a very large engine and it was a tight fit in every model car that it was installed in. The above picture, though a bit dirty illustrates the size and density of the unit.

The motor was renowned for it's smooth turbine like delivery of power.


Buick Nailhead

This is the motor that replaced the straight eight. It is quite narrow and compact. The story is that it had to fit in the existing inline engine  designed frame. The  design features horizontal valve design which results in the valve covers lying flat an unusual design for an American V8. I love this engine because it is not only a good performer, it is quite attractive. The intake manifold sits above a sheetmetal valley cover with an attractive thermostat housing water manifold. The stock rocker covers are nicely shaped and it also features an alloy water pump. This motor was used in the Early '60s Buick Riviera where it reached it's final displacement of 425 cubic inches. The motor in the photo is dressed out with finned aluminium items; valley cover, rocker arm covers, and spark plugs covers. There is even a finned aluminum air cleaner set up available.

You can get all those cool finned accessories from
O ' Brien's Trucking

Harley Davidson Sportster.

The 883 cc Sportster motor was the development of the KH flathead unit construction V twin. While the OHC XL motor was used on street bikes the flathead was developed into a racing motor that was most seen on flat tracks, but even raced at Daytona. AMA rules limited OHV engines to 500 cc displacements but they allowed 750 cc displacements for flatheads. This gave H.D. and exploitable advantage over Triumph. The left side four speed shift mimicked set ups used by the European vertical twins and it is clear that they were it's main competition in the market.

The Sportster was successful in competition, mostly drag racing where it created it's own classes. It was most successful on the street as the first Superbike. It was the quickest generally available bike, as those Vincents were rarely ever seen.

It was all image, and it had a magical name but it fell from grace as the 1970s dawned. While it is still in production it lost it's performance cachet many years ago,


Datsun 240Z OHC six.

This is the basis of the first great Japanese performance legend.

European marques had stuck with the six long after the American V8 had become the norm on the domestic scene. They did develop it's design to a high level. Mercedes, BMW, as well as Rolls Royce. The Japanese manufacturers started out with various four cylinder designs before moving up to the six.  Datsun developed an single OHC design that developed a surprising amount of power considering the fact that it wasn't even a cross flow design. There is a story that Nissan supplied Pete Brock's racing team with a prototype DOHC design that failed to out perform the standard design. Straight six Datsun Z cars remained competitive in amateur road racing well into the 2000's.

My Son had been attracted to the early Z ever since he was a little kid. It was his interest in that car that led to my first foray into the sports car world. Until then I had insisted that "I would never own a small car!" I became, and still remain a Z fan. There's just something about that straight six. I just don't get that same feeling about the later V6. Toyota designed a DOHC six that should have out performed this older design as it boasted a higher technical  specfication but it initially produced only equal performance to the Datsun. Over time Toyota gradually updated this engine into the legendary Supra twin turbo design

There are other motors that I have owned, along with the cars. The Cadillac Northstar was the most advanced American auto engine of it's era.  With 295 hp. and 300 lbs/ft. of torque it brought muscle car performance to the domestic luxury sedan scene. It was a real revelation. The car it was installed in also pointed in a new direction for a venerable American marque.

I owned several early Buick Rivieras that featured the classic Nailhead. I was quite the Riviera fan and these early models were such great combination of performance and elegance.

Currently I am lucky to own both an example of the first XK motor powering my old Mark VII and the 5.3 liter V12 in my XJS. The motor in my XJ6 is the final edition of the straight six concept that gave Jaguar such a heritage of racing success. I must admit that I find the view under my cars' hood to be  most satisfying!

Working on the new car: Part two. Tire Troubles.

photo source: YouTube
     I love these old cartoons. A lot of the situations they deal with were based on the tough reality of the 1930s.

Besides that grey Mustang I have my '07 F150. It was bought new six months before the Mustang, and it now is also not a "new" vehicle.

I had been having a lot of tire trouble with several of my cars.  My '97 XJ6 suffered from a slow leak which was finally traced back to a leaking valve stem. The '07 Mustang started a slow leak also. Initially the technician told me that I needed a new tire because he couldn't determine where it was leaking from.  I know that these tires are approaching the end of their useful life, but they weren't even worn down to the wear bars. I was depending on these to last into the beginning of next year. Tires are expensive. Typical of many techs and mechanics, they will always recommend replacement even if they couldn't identify the problem.

So I asked him to put it in the water tub and show me where it was leaking from. There wasn't any indication of leakage. I asked him where the air was escaping from, it had to be coming out from SOMEWHERE.  Luckily the manager was standing by and he took a look. He told him to change out the valve stem, which I had mentioned I had seen leaking.  (Though it wasn't leaking now). The valve stem was replaced and that solved the problem.

A week ago I noticed that the right rear tire of my truck had a slow leak. I topped it up and figured that I would just keep and eye on it, A couple of days later I was leaving for work in the morning and found that the tire was completely flat. After work I put the spare on and decided to take the tire back to the dealer in Santa Clara that had sold me the tires. I was informed that the puncture was not repairable since it was in the outside row of tread. I protested that it was not in the sidewall. The tech showed me a poster that explained that on truck tires the outside lines of tread are considered sidewalls due to the heavier loads that are carried. These are the first set of replacement tires. They are the OEM Hankooks which are fantastic performing tires. Of course I didn't want to buy an entire set of new tires, even buying one new replacement wouldn't be cheap. Buying a new set of tires is a big deal. A quality set is expensive, and it's not the kind of decision you want to make on the spur of the moment There's a lot of  thought and cross shopping involved.

I decided to give my local WheelWorks a try. They didn't have a Hankook tire in stock, and offered up a set of Firestones. No, I can't get any enthusiasm up for Firestones! They quoted the same price as the Santa Clara shop had quoted for the Hankooks, 175.00 per tire plus all the usual add ons that bring them up to almost 200 bucks a piece.

Used tire stores can be a lifesaver for the working man.

I realized that the best alternative would be to buy a used tire to get me through, and out of town. I was supposed to be on my way to Solvang for a birthday getaway.  It was already well past noon, and I needed to get on the road! I visited a used tire outlet on Monterey Road, There are many such establishments in San Jose. Calderon's tires sells both new and used, but the chain has made their name on used tires. They have several stores and they are well arranged and neat. I informed them of the needed size, it would be fifty bucks installed, not bad. At first they showed me a Michelin with plenty of tread. I would always prefer a matching tire but beggars can't be choosers. When I went back to double check that it was a light truck tire, I saw them installing an identical Hankook. The installer told me I had asked for a 16 inch tire and I needed a 17 incher. Either way I was very happy to be getting the Hankook which also had plenty of life left on it. Put away the spare, which was in worse shape than I had remembered, (!) and I was good to go.

Mention buying a used tire and you might get some strange looks from your middle class friends. They kind of give you a look like you were buying used toilet paper or something. Have you ever bought a used car? That car comes with "used tires." Middle class customers just replace all tires as a set, or they replace them when they buy new custom wheels, or sometimes just because they want something sportier. And think of all those wrecked cars that are sent to the scrapyard, what do you think happens to all those tires? The good ones are culled and sold to used tire dealers, and they are a Godsend for the working man. Prices range from 30.00 to 50.00 installed and balanced. There's no excise tax, or tire disposal fee tacked on. Road Hazard? Time for another trip to the used tire dealer. A good set of take off tires will run more of course, but are still a bargain.

Sometimes you just need to replace a single tire after it was damaged by some road hazard and is not repairable. Can't always spare 600 bucks on up for a new set. While I prefer to buy new tires as a set, as a quality tire can last a very long time. The current  tires on my truck have around 50,000 miles on them and a bit left to go. Hopefully I will make it through to the next year.

This experience made me consider finding some used, modern 16 inch tires for my Mark VII. Perhaps a 205 /16 might fit. It's really only a consideration in back, with those big skirts. The modern tire would have a wider tread and the shorter sidewall would lower the car at least a couple of inches. That couldn't hurt. I might have to run some inner tubes. I don't know how air tight those wheels are. A set of good tires for a couple of hundred bucks? I could live with that.

I did put some used modern radials on my '56 Cadillac's original rims. I had those buffed out to wide whitewalls. That was a messy and smelly procedure! I think that I would do the white primer treatment. If I go that route it will be worth an entire blogpost.

Working on the old car. At least one of them.

image source: graemecooper.com.gu

                                      Where is that coolant going?

My '97 Mustang has been pretty good to me, mostly since I made it a priority to keep up on the maintenance and spend a few bucks when necessary, It has gotten displaced somewhat from it's position of favor since all those Jaguars arrived.

I had planned to drive the Mustang down the coast to Solvang for a little weekend get away.  I had noticed last month during the heat wave that the temp gauge was indicating a little over halfway going over the Mission grade on I 580. I checked and found that the coolant was a little low. I topped it up with plain water and promptly forgot about it. My Wife was using the car and told me that then low coolant light had come on. I topped it up with coolant this time, and figured I was good to go.

We were packed and gassed up and ready to go. We were running a couple of final errands and I noticed that the low coolant light had come on again. Hmmm. I had checked it before we left and it was full. I let it cool in the parking lot and again checked the level. It looked okay. Maybe it was just the sensor?

I decide to return home and investigate. On the trip home I ran the heater full on to eliminate the chance that there was air in the system. When I arrived home the light was on and the reservoir was definitely low. I had been keeping an eagle eye on the temp gauge and it hadn't gone more than a hair over halfway. Normal.

I checked and couldn't find any sign of leaking hoses and there weren't any drips under the car. The motor didn't smell hot, but I could detect the faint odor of coolant. Where was the coolant going? Was there a leak in the heater core? (I sure hope not!) I thought that the radiator cap might be losing pressure and allowing the coolant to drain into the reservoir and then into the overflow. But the temp didn't indicate that it was hot. Then the worst alternative presented itself. Could the head gasket be leaking? (Even worse!) There wasn't any indication of excessive steam from the exhaust.

We were burning daylight and I had to find an alternative. I thought about taking the Explorer, but my Daughter needed it for a sales event on Saturday. (It also was having it's own issues) I could always take the truck, right?

 See above.

In praise of "Petrolicious."

Drive Tastefully

Petrolicious is a YouTube site that feature the most beautifully produced car videos that I've ever seen. The photography is exquisite, the choice of subject matter is eclectic. Antique, Classic, racing and collector cars and even motorcycles. These short movies will warm the heart of the true enthusiast, because we know that it is passion that drives out hobby, not money.

Below are my three favorite Petrolicious videos:

Number One:  Against the grain. This video features an unrestored Porsche 356 coupe that the owner drives the wheels off of. The owner takes it to the most unusual places, taking the most unusual routes. The aerial shots are breathtaking. He acquired this car years ago, before the prices started climbing out of reach. My advice to you is the same, if you can find a way to buy the car you want now, do it! Chances are the price won't be this low again.

Number two: Living life as a Bentley Boy. There is something about these pre war 3.5 litre Bentley racing machines that just lights my fire. They seem to encapsulate all the beauty, romance,  and adventure that we wish could be in our lives. The saga of the Bentley Boys is the story of a group of rich, successful, young men that raced and won in these magnificent cars and lived their lives to the fullest. These cars are huge, brutal, and raw. Similar in many ways to American Hot Rods, just on a much grander scale. The video describes the journey of a modern Bentley owner.

Number Three: The Joy of Jaguar

One of my favorite parts of this video is the view of this gentleman's garage. The tools and fixtures that I'm sure he is completely familiar with and capable of utilizing. He is a long time owner of one of these amazing cars and describes how he could assemble an apartment full of automotive parts into a running car. Seeing this beauty rolling down the highway is an absolute treat.

It's a common theme that many of these owners decided to acquire the car of their dreams as soon as it became possible. Instead of buying and driving  a commonplace new car they made the commitment to own and preserve something special.  These owners come from many different backgrounds and economic situations. Some are able to afford to own and drive some of the more pedigreed examples. Some own more attainable models. But it is apparent that no matter what car they own, they own  these cars because they treasure them. Sure, some of these guys must be pretty well off, but honestly wouldn't we all own something amazing if we had the opportunity? In one video the owner of an Aston Martin V8 coupe relates: "My brother thinks that I'm crazy to have a car like this. He has a house, I don't. But I have the Aston Martin, and that's all I need."

I think that the whole purpose of motoring media, be it magazines videos or blogs is to keep the flame of passion and enthusiasm burning bright. There is so much tedious, and at times even, maddening, hard work involved in maintaining, preserving and restoring old cars.  An occasional shot of adrenaline is required to maintain the energy level. Petrolicious is like a triple Espresso shot!

Seeing a beautiful finished car can help us keep our own project in the proper perspective. Many of the featured cars have been in the owner's possession for a long time. This time has been used to maintain, preserve and improve the car's level of refinement. Listening to the owner's story can connect us to the feelings and frustrations that are shared by another enthusiast, who may, or may not, be just like us, but is someone that shares  the common trials and tribulations of our automotive odyssey.

Drive and Live tastefully.