Lets see a picture of your classic(s)
Discussion
na said:
many say the Midget 1500 needs an oil cooler (again not mentioning the thermostat) but I had a PHer confirm that his mum had a Midget 1500 without oil cooler from new and used it as an everyday car and for holidays for many years and tens of thousands of miles without trouble
I had one for 9 years & it did over 10k a year driving by me in my 20s. I drove it like a sports car too & it never needed an oil cooler at all.ETA I run a winter thermostat all year with no changes to the cooling system except swapping the front number plate for a sticky one to get more airflow to the radiator.
Edited by Hooli on Tuesday 30th October 09:57
My parents have owned a 1979 Midget 1500 since the early 1980s. Many other classics have since come (and a few gone), but 30 years on that Inca yellow blubber-nosed and blubber-arsed little Midget just keeps on going and going. My Dad usually chooses it to make his 500 mile round-trip to see us, even though he could be sat in something far more modern, comfortable and powerful.
All this from something that was produced back in the darkest days of British Leyland. Maybe we're all a little guilty of looking back on that period a little too critically.
All this from something that was produced back in the darkest days of British Leyland. Maybe we're all a little guilty of looking back on that period a little too critically.
|http://thumbsnap.com/sjlOvi9C[/url]vpr said:
Interesting wheels on the E....what are they?
I believe they are Revolution however not "faux" spinners - proper, original Jaguar splined spinners.Some history on the car:
"This is an E-type with a difference. Looking at it, you notice only low-profile rubber and
a modified appearance to its mouth for improved cooling, but under the surface it has
enough pedormance and poise to equal almost any modern supercar" (Mark Hughes,
Classic &Sportscar on YLU 470H)
A refreshing change from the myriad track use only Series I Roadsters that proliferate in
historic racing, this Series II FHC seemingly manages the impossible in that it is both a
proven race winner and a searingly fast, fully trimmed road car. In the current
ownership since 1984 its impressive chameleon like abilities are the result of years of
patient development at the hands of some of the country's top Jaguar specialists.
Initially fettled with assistance from V12 E-type racer Maurice Hamilton and former
Jaguar engine man George Hodge, the real alchemy behind the car was the result of a
tie-up with marque guru Andrew Tart. Approached by the vendor for sponsorship in the
early 1990s, Tart (working for Vicarage at the time) offered technical assistance in place
of hard cash. His rationale being that he could use YLU 47AH as a guinea pig for a
programme of performance upgrades to be offered on customer'Vicarage' cars (though,
the promise of a regular co-drive no doubt proved further incentive). To this end, he
embarked upon a systematic re-engineering programme starting with the car's 4235cc,
straight six, dohc engine. Rebuilt to factory tolerances albeit with such niceties as
balanced piston / con-rod assemblies (all six within a gram of each other) and bespoke
camshafts (460 thou lift, 270 degree duration), the unit produced some 306bhp and
3181bft of torque at the (new aluminium) flywheel. These figures are all the more
impressive given that (a) they were achieved on standard triple HD8 SU carburettors
and (b) that Jaguar's period claim of 265bhp was wildly optimistic (most specialists put
the real figure at circa 190bhp). Surprisingly tractable with 2601bft of torque on tap from
as little as 2,800rpffi, this remarkable powerplant was enhanced by a high capacity oil
pump, Holley fuel pump and rev limiter (set at 7,000rpm). Backed by a multi-plate
racing clutch mated to a four-speed Jaguar all synchromesh gearbox specially
refurbished by Alan George, its drive to the rear wheels was tempered via a limited slip
differential (though it retained the standard 3.31:1 rear axle ratio). In order to give YLU
47OH the handling to match its raw speed (Tart put the 0-60mph time at under five
seconds and it has been timed to 100mph in twelve), the suspension and steering
assemblies were carefully reworked. Thus, at the front it was fitted with the biggest
torsion bars possible together with XJ type front uprights whose larger stub axles
allowed the use of Series III V12 vented disc brakes (complemented by solid discs at
the back). In a successful attempt to increase camber under wheel deflection the top
wishbone mountings were also repositioned. To the rear, axle location is courtesy of a
unique Tart design. Discarding radius arms, it utilises an inner brace each side of the
lower wishbone in conjunction with triangulated locating rods (creating A-arms in effect)
running from the lower outer wishbone to the centre of the rear bulkhead. An additional
link running back to the rear cradle acts as a stabiliser under acceleration braking and
cornering. This ingenious set-up is massively stiffer than standard but without the racecar
only compromise of bolting the subframe directly to the monocoque. By machining
the steering arms from solid steel billets and resetting them to take into account the
lowered ride height etc bump steer is said to have been all but eliminated. Actively
campaigned since 1986, YLU 470H has achieved a highly impressive forty-three finishes
from forty-eight starts. Some of its more notable highlights are listed below:
While undergoing a recent bodywork restoration by renowned marque specialists Classic
Motor Cars of Bridgnorth (Tart's old firm who were also entrusted with rebuilding the ex
Le Mans D-type 'OKV 1' and the ex-1961 Geneva Motor Show E-type '9600 HP') the
opportunity was taken to incorporate specially strengthened ribbed sills and boot floor
etc. Finished in pale blue with dark blue leather upholstery, the interior rear roll cage
and Willans harnesses are surprisingly unobtrusive. Benefiting form a repackable
stainless steel exhaust and sitting on period style compomotive alloy wheels, the car is
in very good overall condition. Behaving impeccably upon inspection, the vendor's tales
of driving the road-racer through heavy traffic from his London pied-a-terre to Brands
Hatch are entirely credible. Accepted for entries in the Top Hat Best of British and
Sebring Salute series for 2A04, YLU 470H could also potentially prove the ideal basis for
a historic rally car.
Candellara said:
vpr said:
Interesting wheels on the E....what are they?
I believe they are Revolution however not "faux" spinners - proper, original Jaguar splined spinners. Some history on the car: "This is an E-type with a difference. <etc.> 
Might not be quite in fitting with some of the fine machinery here but this is my minivan, finally on the road after about 6 years or so doing it up from a bare shell. One or two niggles to sort but she'll get there eventually.
MG metro 1275 engine and box with adjustable everything suspension, cooper s disks up front, minifins on back. Cooper s steels with yoko tyres, tried to keep her looking in period but with some go.
Only had her on the road a couple of weeks and I'm loving it so far.
MG metro 1275 engine and box with adjustable everything suspension, cooper s disks up front, minifins on back. Cooper s steels with yoko tyres, tried to keep her looking in period but with some go.
Only had her on the road a couple of weeks and I'm loving it so far.
Cor, that takes me back. My second ever car was a Minivan - ex North Thames Gas Board, cost me £45 - push button starter on the floor between the seats - happy days ( and very distant 
).nice stealth van
like LBS I remember driving one of those and after driving it hard slowing for a roundabout and all the exhaust fumes filling the rear then hitting me just as I'm on the roundabout, some of the lads used to drive them using the choke as boost and pushing it back when slowing
sorry but as I've just put it on the other thread - when a lot of classics now using black plates were new they were on reflective plates so the reflective plates would be original to them and sensible now
and depending on its date of build, post 1972, it's required to have them when on the road
like LBS I remember driving one of those and after driving it hard slowing for a roundabout and all the exhaust fumes filling the rear then hitting me just as I'm on the roundabout, some of the lads used to drive them using the choke as boost and pushing it back when slowing
sorry but as I've just put it on the other thread - when a lot of classics now using black plates were new they were on reflective plates so the reflective plates would be original to them and sensible now
and depending on its date of build, post 1972, it's required to have them when on the road
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