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  •   Graeme Hurst reacted to this post about 8 months ago
    Jay Leno uploaded a new video
    / #1932-Mercedes-Benz-SSKL / #1932 / #Mercedes-Benz-SSKL / #Mercedes-Benz
    1932 Mercedes-Benz SSKL - Jay Leno’s Garage
    The Mercedes-Benz Classic Center has painstakingly brought this legendary race car back to life and lets Jay open it up on public roads!
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  •   Daniel 1982 reacted to this post about 9 months ago
    Jay Leno uploaded a new video
    A few months ago a car we built was featured at the big #SEMA show in Las Vegas, the initials stand for Specialty Equipment Market Association, and it’s the biggest automotive trade show in the world. It’s held over four days and it takes that long to see it all. Taking up over a million square feet of floor space, it features over 4400 exhibitors and 1500 display vehicles as well as representatives from more than 140 countries.

    / #Ford-Bronco

    SEMA does not open to the public. Its primary function is to help small automotive businesses and manufacturers. You have to be in the trade to gain entry, that said, over 150,000 people showed up this year, those of you who think our hobby is dying, think again.

    SEMA also works hard in the legal field to protect the rights of individuals who modify, or just work on, their own vehicles. I don’t know how it is in other countries but, in the United States, in many communities it is now illegal to work on your own car in your own garage, even with the door shut. Many homeowners’ associations have passed by-laws making it illegal to own and keep at home anything more than just basic hand tools. Screwdrivers, hammers and suchlike are ok; welding equipment, lathes and so on are not.

    On the last day of my late night television show, as I pulled in to work for the last time, I noticed someone had dumped a rather sad-looking #1968-Ford-Bronco in my parking space. On the windscreen was a note from my good friend and fellow late-night TV host, Craig Ferguson, the note said, ‘Dear Jay, please accept this POS [Piece of Shit], the starter motor’s fucked and the electrics are crap. It will keep you busy if you get bored. You’ll be missed. Don’t be a stranger. Your friend, Craig Ferguson.’ the Bronco sat in my garage for a good four years before I could figure out what to do with it. That’s when I decided to call my friend Mike Spagnola. Mike oversees the SEMA product development centre as well as the SEMA garage. He put me in touch with two women.

    The first was Sherry Kollien, whose area is strategy and planning. When you’re dealing with major manufacturers, you want to make sure the people supplying the parts have the proper licensing agreements in place. Use one unapproved part and you’ve seen your last #SEMA-show .

    The other was Teresa Contreras from LGE-CTS Motorsports, the award-winning women-owned restoration shop. I met with her to discuss what we wanted to do. My goal was to keep the Bronco as stock as possible and to upgrade the brakes, the suspension and powertrain as best we could.

    Starting with the powertrain, which I wanted to be all-Ford, I contacted Dave Pericak. If that name sounds familiar to you, it’s because Dave was the driving force behind the Le Mans-winning Ford GT in 2016. Dave also oversees icon cars like the Mustang GT, the Shelby, the Bronco and the #Ford-GT . We chose a 5.2-litre #Shelby-GT-V8 rated at 760bhp, the most powerful street engine Ford had ever produced. It was designed to be hooked up to an eight-speed dual-clutch automatic and nothing else.


    So Jack Silver and Jeff Kaufmann at Silver Sport Transmission adapted a TR-4050 five-speed manual and the heavy-duty four-wheel-drive components to go with it. We knew the original chassis would never handle the torque and horsepower the Shelby V8 was putting out, so we contacted Thomas Kincer of Kincer Chassis, the company has built custom chassis for Broncos for 20 years, is licensed by Ford and was able to incorporate all our components into the custom Kincer frame, so this thing wouldn’t twist itself into a pretzel as soon as you put the power down.

    I then went to my old friends at Wilwood Brakes, who made up the four-wheel discs to make sure it stopped as well as it ran. Dennis Carpenter #Ford Restoration Parts supplied any body panels we needed.

    This project showed how quickly things come together when all the suppliers and builders know and trust one another. Normally it takes us about a year to complete a project like this, this one was done in four months because we didn’t have to check that each component would do its job properly. How many restorations have been ruined because the guy building the engine didn’t know the guy grinding the cams, and when the engine didn’t run properly they all blamed each other?

    The cool part was that Ford was looking over our shoulders during the whole build, making sure everything was up to spec, and the really cool part is that I now have a brand new #1968-Ford-Bronco that looks totally stock, the tricky part is that I now have 52-year-old, 760bhp, short-wheelbase, high-centre-of-gravity monster that can beat a Hellcat. I’m just glad I’m not 16 any more.
    Jay Leno Reveals His 1968 Bronco with 760 HP and a Tremec Manual Transmission at SEMA 2019.
    Jay Leno made a guest appearance at SEMA 2019 and revealed his 1969 Bronco. He says it’s the only one in the world with a 760 HP Shelby GT 500 engine mated to a manual Tremec transmission. Let Jay tell you more about the build. You’ll even get to...
    Jay Leno made a guest appearance at SEMA 2019 and revealed his 1969 Bronco. He says it’s the only one in the world with a 760 HP Shelby GT 500 engine mated to a manual Tremec transmission. Let Jay tell you more about the build. You’ll even get to hear it started.
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  •   Steve Bennett reacted to this post about 9 months ago

    We’ve all worked on #MG s and #Triumph s, or maybe changed the occasional starter motor on a Mustang, These relatively simple backyard jobs give us a tremendous sense of pride and accomplishment, especially when they turn out well. Does your car run better when you’ve washed it, waxed it and really cleaned the windscreen? I know it’s mostly psychological, but it does seem to be true.

    My first car was actually a truck. A #1934-Ford-pick-up with a flat-head V8. It was easy to change the plugs and adjust the carburettor. I remember opening the hood of a friend’s #1968 #Mustang at the time and thinking, oh my God, what a complicated mess this is. Compared with today’s vehicles, that ’ #1968-Ford-Mustang engine seems like a single-cylinder lawnmower.

    I have a friend with a late-model BMW . When the battery went dead, the dealer told him not to change it himself because it would negate all the codes on the car’s computer. So he had it towed to the dealer, they changed the battery and it cost $600. Had he known to run jumper cables to the positive and negative terminals to keep the computer codes alive, he could have done the job himself for a third of the price.

    The greatest gift to buy yourself if you have a modern car is a code-reader to plug into your onboard diagnostic (OBD) system. When I took my 2005 SLR Mercedes-McLaren to be smog-tested, the ‘check engine’ light was on. I listened politely as my dealer explained all the expensive parts that needed to be replaced. I thanked him, went back to my garage, plugged in my code-reader and got a reading of 442. That pertained to the EVAP system, which prevents petrol vapour from escaping from your fuel system into the atmosphere. It usually requires no maintenance but can turn your ‘check engine’ light on.

    Your fuel system up to the tank is pressurised, so a loose petrol cap can activate the light, but it wasn’t that. My next thought was the gasket on the gauge sender unit - after all, the car’s 15 years old - but after dismantling the rear of the SLR I found no dampness or weeping there.

    This was getting scary. How much more of this car do I have to dismantle? I decided to follow the fuel lines, and I came to a plastic T-fitting that had a hairline crack in it. Not enough to leak fuel, but perhaps enough to suck air? As I examined this fitting it broke in my hand. Could it be this simple? Never a fan of plastic fittings - after all, this one had lasted only 15 years - I got one made of brass, installed it, tightened all the fittings... and voila! The ‘check engine’ light was out.

    I plugged in my code reader, the code had cleared. I drove it to the smog station and passed the test, the cost, about three bucks. My little $30 code-reader had saved me thousands of dollars. I have to admit that accomplishing this little task was as much fun as actually driving the car. Rather than looking like a rich guy driving it around, I had actually fixed my automobile.

    Old cars are simple but faults can be hard to diagnose. New cars are very complex, but with code-readers you can find the problem quickly. Who’d have thought it?

    My second supercar problem concerned my #2005-Ford-GT . It ran fine but would not pass the California smog test. Once again, I plugged in my handy code-reader and it told me that all my codes were fine, except for the catalytic converter, The dealer told me how much a catalytic converter would cost and how complicated it was to install. ‘After all, Mr Leno, the car is 15 years old.’

    Could it be something else? I took the car for a long drive and noticed the temperature gauge was reading about 160°F. Most modern supercars tend to run close to 200°F. Asking around, I ascertained that the GT was running too cool to activate the computer that regulated the catalytic converter. We pulled out the thermostat and found that a build-up of limescale was holding it open, so it was allowing more cooling water through than was necessary.

    I picked up a new thermostat at my Ford dealer, that’s the thing about a Ford GT: it might be a supercar, but it’s still a Ford. Once it was installed, the car ran at between 195 and 205 degrees. I took it for a drive, about 15 miles at 45mph, plugged in my code-reader and all the codes read OK, including the catalytic converter. I then drove to the smog station and passed the test. Supercars might be complicated, but they’re still cars. And for all the electronics that make supercars complicated, there are other electronics that help make life easier.


    Do yourself a favour. Buy a halfway-decent code-reader and find your modern car’s OBD port, then, the next time your dealer tells you ‘This is going to be complicated’, why not just plug it in and find out for yourself?
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  •   time2000 reacted to this post about 9 months ago
    Mick Walsh FROM THE COCKPIT / #Willys-Capeta / #Willys / #Willys-Capeta-Project-213 / #Capeta-Project-213

    After almost 35 years involved with C&SC, I still relish discovering a photograph of an intriguing car that I don’t recognise. While recently digging through an Autocar file, an evocative #1965 shot caught my eye. The image of the #Willys stand at the #São-Paulo-Motor-Show captured crowds massed around a sleek coupé with a glamorous model in the driving seat. On the back, only the word ‘Capeta’ – a colloquial Portuguese term for ‘devil’ – gave a clue to its origins.

    When this magazine was launched in 1982, the internet was the stuff of science fiction, so other than a team member’s chance knowledge or our well-thumbed Georgano encyclopaedia, it would have taken ages to discover what the mystery car was.

    Now an online search will instantly relate its history, provide more pictures, and even connect you with a knowledgeable enthusiast somewhere around the world. It’s less challenging but ultimately more rewarding, as I learnt with the Capeta – a saga that involved secret development, styling by a young illustrator, murder, museum vandalism and a long legal battle.

    Few know more about Brazilian sports cars than 24-year-old David Marques, who is fascinated by his country’s automotive history. “The Capeta, and the Uirapuru, were products of our major manufacturers,” enthuses Marques. “Both were born in the same optimistic 1960s that led to the rise of Puma, Brazil’s leading independent sports-car maker of the ’70s.”

    The Capeta, codenamed #Project-213 , was the result of an intense 11-month challenge to produce a glamorous Gran Turismo for the South American division of Willys-Overland. Based on a stiffened Rural chassis, the prototype featured lower wishbones and leaf springs at the front with a live axle, coil springs and torsion bars at the back. The engine, a bored-out Aero 3-litre ‘six’ sat behind the front axle, which greatly helped weight balance and the futuristic lines.

    With an aluminium head, sports cams, new intake manifold, twin Solex 45 carbs and tuned exhaust, the rugged motor produced 160bhp. A four-speed ’box was developed, the brakes were finned drums, and the steering was worm and sector. Top speed was projected to be 180kph.

    Opinions vary on the credit for the Capeta’s sleek look. Roberto Mauro Araujo, an architecture graduate, headed the styling department but Marques says illustrator Ramis Malquizo was given the task of producing the body’s visuals. There’s no doubting the influence of Giorgetto Giugiaro’s gorgeous Ferrari 250GT Bertone Coupé, particularly its distinctive sharknose front. The modellers, headed by Chester Wong, turned Malquizo’s drawings into 3D, leading to a full-scale clay design proposal before committing to the glassfibre mould.

    The team worked all hours to finish the car, including stylish leather trim and a sporty dashboard influenced by European GT trends. On the night before the Brazilian show, the silver sensation was pushed into a prominent position inside the Exhibition Pavilion at Ibirapuera Park. Also making their debuts were the Brasinca 4200 GT and GT-Malzoni – forerunner of the Puma GT. Various wheel options were tried, including wires with huge triple-eared spinners, while the badge design featured a red devil riding a forked spear with chequered-flag tail.

    The Capeta had a second showing at the Industry and Commerce Fair in Brasília, where even President Castelo Branco was tempted to investigate before the project vanished back into factory storage. Frustratingly, no magazine was given the chance to test the prototype. The GT couldn’t have arrived at a worse time and, with a new military regime, the economy dived.

    Thankfully, the Capeta was saved from the crusher, and in 1968 Ford (which by then owned Willys) instructed that the car be loaned to a local automotive museum belonging to Robert Lee. Tragically, this enthusiast was murdered in the 1980s and his family began a long legal dispute over ownership. The museum remained open to the public but many of the exhibits were vandalised and parts stolen. The more valuable cars were removed and sold, many leaving Brazil.

    Even Ford had a struggle reclaiming the cars that it had loaned to the museum, but eventually the Capeta was rescued. Other than a few missing parts, the prototype had survived well and, after cosmetic restoration, the little-known GT again made the headlines when shown at premier Brazilian classic-car shows. The museum was ultimately closed for railway storage, and again the Capeta vanished.

    Even Marques has never seen it, but his fascinating e-books spread knowledge of Brazilian sports cars (Top ten, Sept ’16), while his latest title investigates the Fiberfab Jamaican. You can buy the Kindle editions for a few dollars.

    From below: as displayed in the museum; drawing crowds at its 1965 debut in São Paulo; Malquizo’s Capeta styling sketch.

    ‘The saga involved secret development, styling by a young illustrator, murder and a long legal battle’
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  •   Antonio Ghini commented on this post about 11 months ago
    Jay Leno uploaded a new video
    / #1965_Jeep_Wagoneer_Roadtrip_Concept / #1965 / #Jeep_Wagoneer_Roadtrip_Concept / #Jeep_Wagoneer / #Jeep / #Jeep-Wagoneer
    1965 Jeep Wagoneer Roadtrip Concept - Jay Leno’s Garage
    FCA Designer Chris Piscitelli has built on the greatness of the classic Wagoneer with subtle styling changes that stir up nostalgia.
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  •   Josué Chevrel reacted to this post about 11 months ago
    Jay Leno uploaded a new video
    For most of my automotive life I have been a rear-wheel- drive guy. I knew that all-wheel drive or front-wheel drive provided better traction but, having grown up in New England where snow lay on the ground for at least four or five months of the year, I reckoned rear-wheel drive was just more fun. Doing donuts in a deserted supermarket car park on a Sunday morning, after a Saturday night snowfall, was way more fun than snowboarding or skiing. It’s why I chose the McLaren P1 over the Porsche 918. Hanging the tail out is one of driving’s greatest pleasures. I was well into adulthood before I got near a front-wheel-drive vehicle.

    / #1972-Citroen-SM / #1972 / #Citroen-SM / #Citroen / #Citroen-DS21 / #Citroen-DS / #1971 / #Cord / #Oldsmobile-Toronado / #Oldsmobile / #Citroen-Traction-Avant-15-Six / #Citroen-Traction-Avant

    In America back then, front-wheel drive was more for economy and practicality than anything else. The first post-war American car to feature front drive was the #1966-Oldsmobile-Toronado , and what an impressive debut it was. At a time when Italian manufacturers said you could never put more than 225bhp into the front wheels because of torque steer, the Toronado’s 7-litre V8 had 375bhp. And the fact it was the fastest stock car at the 1966 Pikes Peak Hillclimb helped to seal the deal.

    This radical automobile made me want to learn more. I set out to find myself the last great American front-wheel-drive car: the #Cord-810 and #Cord-812 from 1936 or 1937. It, too, had a V8 engine. In stock form it made 125bhp but you could have it with a supercharger. I found myself a #1937-Cord-812 , naturally aspirated. It was transformed with modern radial tyres, feeling and driving more like a car from the 1960s than the 1930s. The electric pre-selector gearbox is mounted in front of the engine so there’s a flat floor, freeing up more passenger room in the cabin.

    What killed it, besides gearbox problems, was that American cars at this price range were huge. This was the first ‘personal-size’ luxury car, and you seemed to get a lot more car for your money if you went the traditional route.
    My next front-driver was a #1972-Citroen-SM , Motor Trend’s Car of the Year. Rumour says the editor got fired because Citroën didn’t take out huge full-page ads logging its accomplishments like American carmakers did. Every enthusiast should drive an SM before they die. It has sleek aerodynamics, oleopneumatic suspension, quick power steering and the finest five-speed gearbox I have ever used. Driving in the rain was especially pleasurable because when you hit the brakes the rear end would go down rather than the front end, like a speedboat slowing down in the water. And the unique aerodynamics made the windscreen wipers almost superfluous.

    The excellence of this car made me check on Citroën’s earlier offerings. I soon acquired a #1971-Citroen-DS21 , the most comfortable car in the world. And a #1949-Citroen-Traction-Avant-15-Six , its six-cylinder engine better for today’s roads. Another great front-drive French car is the #Panhard-PL17 . It’s way more fun to drive than a Beetle, with only two cylinders but almost twice the power (60bhp for the Tigre model against 36 in a VW) from just 850cc. It weighs 1830lb [830kg], has a Cd of just 0.26 and can do nearly 90mph. It’s always more fun to drive slow cars fast. By far the strangest front-wheel-drive vehicle I have is a 1911 Christie fire engine. At the turn of the last century, fire engines were still horse-drawn because fire departments didn’t like combustion engines, considering them less reliable than horses. Walter Christie’s first pumper, built in 1899, was a horse-drawn unit.

    As engines gained favour, Christie came up with a two-wheel tractor with a 20-litre, four-cylinder engine and a two-speed gearbox to take the place of horses while pulling the same pumpers. It was much cheaper to operate than a team of horses because you didn’t have to feed the engine when it wasn’t running.

    Christie built about 800 of these until the early 1920s, when purpose-built fire engines finally took over. My strangest front-wheel-drive encounter happened recently, when I went skid-plate racing. If you’ve never heard of skid-plate racing – invented by a man named Robert Rice, aka Mayhem – don’t feel bad. Neither had I. You start with any legal front-drive vehicle, remove the rear tyres and weld a skid plate to the rear end. You’re dragging and sliding your rear end around corners, and it’s harder than it looks. Above 40mph it gets extremely tricky because you’re constantly steering and countersteering.

    In the first ten minutes I spun at least six times. When you come to a corner and feel the tail coming round, there’s almost nothing you can do. Unlike losing an early 911 in a corner, which happens so quickly you don’t realise it, this happens so slowly that you’re laughing the whole time as you try to save yourself. Who knew front-wheel drives could be so much fun?
    1936 Cord 810/812: The Beautiful Baby Duesenberg That Never Caught On - Jay Leno's Garage
    1936 Cord 810/812: The Beautiful Baby Duesenberg That Never Caught On. Marking its 75th anniversary this year, the classic Cord 810/812 flopped in the 1930s because of an early reputation for unreliability. Nevertheless, it's one of the most...
    1936 Cord 810/812: The Beautiful Baby Duesenberg That Never Caught On. Marking its 75th anniversary this year, the classic Cord 810/812 flopped in the 1930s because of an early reputation for unreliability. Nevertheless, it's one of the most beautiful sedans in Jay Leno's garage.
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  •   Jay Leno reacted to this post about 11 months ago
    Paul Hardiman posted a new blog post in Questions and Rare Cars
    Henry Harris’s Forrest special, built in 1960 by an RAF officer, is an Austin Seven like no other. Words and photography Paul Hardiman.
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  •   Paul Hardiman reacted to this post about 11 months ago
    Matthew Hayward posted a new blog post in Questions and Rare Cars
    Bricklin SV-1 Buying Guide
    •   Cars
    •   Tuesday, 03 December 2019
    Has Canada’s safety-conscious Corvette rival finally come of age?
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  •   Jay Leno reacted to this post about 1 year ago
    Paul Hardiman posted a new blog post in Questions and Rare Cars
    Peter Vivian wanted ‘something more interesting’, so built it. Words and photography Paul Hardiman.
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  •   Alastair Clements reacted to this post about 1 year ago
    One of my favourite characters from architectural history is Adolf Loos, a superlatively odd Viennese. Perhaps his greatest legacy is the city’s American Bar, a perfect jewel of a drinking hole: uncompromisingly modern, but also dark, intimate and charming. And a roaring success. Loos was a great aphorist as well as a great designer and one of his best aphorisms was ‘ornament is crime’.


    Quite correctly, I think, Loos believed that tattoos are a reliable indicator of depraved, criminal tendencies in the wearer. All of civilization’s progress, he said, could be measured by the rejection of decoration. Curlicue? Chuck it out! As an idiosyncratic independent, Loos belonged to no movement, he was a school of one, but his ideas flooded into mainstream Modernism.

    So when Jeremy Clarkson describes the #Audi-TT as 'Bauhaus’, a nod must be given to Loos. Jeremy paddles in a shallower end of creativity’s gene pool than Adolf, but acknowledgement of the Audi’s architectural clarity shows how far Loos’ ideas have penetrated the brackish waters of pop commentary. They have made half a million TTs, so it is not a classic in any definition that includes a concept of rarity, but nonetheless the TT is a design masterclass: one of the least tattooed vehicles you can find.

    It’s worth wondering why. Soon after its #1997 introduction, at dinner with J Mays (who has a very good claim to being the car’s author, although things are rarely quite so simple), J snatched my notebook and did some evocative scribbles that showed how the TT’s surfaces and profiles were derived from the pre-war #Auto-Union-Type-C . A few years later, Walter de Silva did something similar in explaining the evolution of the modern Audi face. That distinctive gaping mouth is also sourced in a historical memory of Dr Porsche’s Silver Arrow, which Nuvolari and Rosemeyer hassled around Europe’s circuits. Never mind that the TT was a Golf in drag, it was marvellous evidence of that German concept of Nachleben-. the after-life of things. Even the TT name refers to Audi’s parent #NSU and its successes in the Isle of Man bike races.

    Besides history, the TT drew inspiration from design theories inspired by Adolf Loos. The bold surfaces, confident radii and absolute refusal of frivolous detail were astonishing. But there were professional designer’s tricks too: cars almost always look good when front and rear overhangs are minimised (witness: #Citroen-DS , Mini) and the TT has overhangs so exiguous they scarcely justify use of the term. And those radii are as close to formal Bauhaus geometry of cubes, spheres and cones as manufacturing technology would allow.

    Difficult now to remember-especially as the car has, in Britain, become almost a spiritual successor to Everyman’s #MGB , such is its popularity - how thrillingly bold the original TT was. I once slowly drove a then-new #1999 cabrio past Charles Saatchi, a well- satisfied car enthusiast, and he almost fell off the kerb. I showed the interior designer Nicky Haslam the cockpit and he purred and tutted with approval. Couldn’t get him out. It was just like Harley Earl’s description of what a car’s cabin should be: a place making you think you are on vacation for a while. So sweet a thought captures the absolute essence of what designers aim to achieve.

    The original TT was one of the least compromised designs ever. It could be dismissed as designery indulgence, had it not been so successful. I asked J Mays about the #2006 successor. He said he admired it more, but loved it less. And now there is a third generation. With a lot of what the Germans call Forschung, a word that combines the notions of research and development, the new car manages that fantastic trick of appearing to be explicitly evolved from the original while being, at the same time, completely different in everything but spirit and quality of execution.
    Ornament is crime? Less is more? Form follows function? I adore these classic design tropes, but none can quite explain the intense attraction of the TT. Besides my admiration for its gloriously spare handsomeness, the latest car has extraordinary dynamic agility and a direct contact with the mystical idea of ‘driving pleasure’, rather lost ordinarily in my part of the Congestion Charge Zone. It is simply a delight to look at and to use, a marvel of practical aesthetics. And one of the very last: in 30 years time, hedonism will have been criminalised by tattooed busybodies and cars like the #Audi TT will have disappeared. #1995 #Audi-TT-Concept
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