2 Door Range Rover project
Discussion
Well, my Overfinch has sold. I bought it accidentally as I was looking for the perfect 2 door project when I stumbled across it and had to have it. It was a monumentally brilliant car. Last of the conversions and was one of a matching pair with a Defender.
Some info here:
http://www.bramleyweb.co.uk/carsales/details/Land-...
Anyway, back in Feb I found the perfect 2 door for what I had planned. It had been totally restored over 10 years at a cost of over £20k. Fully galvanised and while modern trim parts had been fitted the owner had retained all the original trim bits and had a host of mint replacements as well. It was ideal.
Well, the plan is to restore the exterior to original 1972 look and I think I now have all the parts required. Also over the summer the door frames have been out and fully restored and powder coated.
The aim over winter is to get all these parts fitted.
The goal is to re-trim the interior to a noteably more luxurious state than original. We're going to kill a lot of cows for this and fit a bespoke rollcage to add extra protection for the occupants just in case.
The mecahnicals will all be changed and here is the intended spec:
Uprated half shafts
Uprated prop shaft
Uprated diffs.
Uprated CV joints
New dampers
anti roll bars
Uprate the brakes
High torque 6 speed manual
The problem is the engine.
I cannot make my mind up whether to have a big Rover lump made, a modest one with twin turbos or a SC AJ-V8 unit.
The supercharged Jag unit is my front runner, it's a great engine and I've found it to be brilliant in my XKR and various Rangies I've driven. In a 2 door it will be monumental. But the cost of installation is going to be significant.
It's imperative that the end result has more BHP and torque than the 5.7 SBC Chevy lump that was in the Overfinch. That car went well but I want this project to be a bit 'looney'.
This means that a standard Rover V8, even built to 5L or beyond spec just isn't going to deliver much, if any more than the Chevy. Ergo the idea of turbos.
The logic hear is that there is plenty of space for cooling and I'm thinking that they will be more efficient that a supercharger. TVR Power have derived a turbo option for the RV8.
So, the plan is to get all the running gear sorted along with the interior and then make a descision on the engine choice.
Once I have some pictures of the restored parts I'll post them up and I'll update this thread as I make progress. It's likely to be slow though.
Some info here:
http://www.bramleyweb.co.uk/carsales/details/Land-...
Anyway, back in Feb I found the perfect 2 door for what I had planned. It had been totally restored over 10 years at a cost of over £20k. Fully galvanised and while modern trim parts had been fitted the owner had retained all the original trim bits and had a host of mint replacements as well. It was ideal.
Well, the plan is to restore the exterior to original 1972 look and I think I now have all the parts required. Also over the summer the door frames have been out and fully restored and powder coated.
The aim over winter is to get all these parts fitted.
The goal is to re-trim the interior to a noteably more luxurious state than original. We're going to kill a lot of cows for this and fit a bespoke rollcage to add extra protection for the occupants just in case.
The mecahnicals will all be changed and here is the intended spec:
Uprated half shafts
Uprated prop shaft
Uprated diffs.
Uprated CV joints
New dampers
anti roll bars
Uprate the brakes
High torque 6 speed manual
The problem is the engine.
I cannot make my mind up whether to have a big Rover lump made, a modest one with twin turbos or a SC AJ-V8 unit.
The supercharged Jag unit is my front runner, it's a great engine and I've found it to be brilliant in my XKR and various Rangies I've driven. In a 2 door it will be monumental. But the cost of installation is going to be significant.
It's imperative that the end result has more BHP and torque than the 5.7 SBC Chevy lump that was in the Overfinch. That car went well but I want this project to be a bit 'looney'.
This means that a standard Rover V8, even built to 5L or beyond spec just isn't going to deliver much, if any more than the Chevy. Ergo the idea of turbos.
The logic hear is that there is plenty of space for cooling and I'm thinking that they will be more efficient that a supercharger. TVR Power have derived a turbo option for the RV8.
So, the plan is to get all the running gear sorted along with the interior and then make a descision on the engine choice.
Once I have some pictures of the restored parts I'll post them up and I'll update this thread as I make progress. It's likely to be slow though.
Thanks. It's been resprayed Ardens Green, one of the later 80s colours.
They actually did a good job and it seems a little tough to respray but this is something that I am in two minds over.
The car was originally Lincoln Green and was then painted white before the previous owner started the rebuild.
In the current Market the sensible option is to take it back to Lincoln Green. If this is done properly then it's a panel off job etc and the cost is going to be around £4k upwards.
I'm thinking at the moment to either redo the interior in black or the more original tan. As such either of those interiors will work with Lincoln or Ardens green so I was probably go about this a little arse about face and change the colour back at a later date.
Re the engine, I do suspect that if I went for anything other than the AJ V8 I would be always thinking I made an error so I do suspect that will be the route I go in the end.
The 3.5 that is currently in the car is a RPE engine and by all accounts very sweet and only has a thousand or so miles on it.
Re the brakes, later Rangie brakes are good. I had updated disks on the Overfinch and with that weight and power they didn't inspire confidence when pushing it.
JE do a 6 pot conversion that is the route that I will go down. It will mean that the standard steels won't fit but they do a lovely set of Defender matching alloys which I think will be an improvement on the current Dukes of Hazzard alloys. Which are apparently originals so worth something.
So I'm going to focus on getting the mechanicals and interior done so that I have a serviceable car and then have two remaining elements, the engine and the colour.
They actually did a good job and it seems a little tough to respray but this is something that I am in two minds over.
The car was originally Lincoln Green and was then painted white before the previous owner started the rebuild.
In the current Market the sensible option is to take it back to Lincoln Green. If this is done properly then it's a panel off job etc and the cost is going to be around £4k upwards.
I'm thinking at the moment to either redo the interior in black or the more original tan. As such either of those interiors will work with Lincoln or Ardens green so I was probably go about this a little arse about face and change the colour back at a later date.
Re the engine, I do suspect that if I went for anything other than the AJ V8 I would be always thinking I made an error so I do suspect that will be the route I go in the end.
The 3.5 that is currently in the car is a RPE engine and by all accounts very sweet and only has a thousand or so miles on it.
Re the brakes, later Rangie brakes are good. I had updated disks on the Overfinch and with that weight and power they didn't inspire confidence when pushing it.
JE do a 6 pot conversion that is the route that I will go down. It will mean that the standard steels won't fit but they do a lovely set of Defender matching alloys which I think will be an improvement on the current Dukes of Hazzard alloys. Which are apparently originals so worth something.
So I'm going to focus on getting the mechanicals and interior done so that I have a serviceable car and then have two remaining elements, the engine and the colour.
300bhp/ton said:
task said:
I'm not sure about a turbo's on a rover V8 and the weight of a classic (albeit a lot less with a 2 door)
Is a 2 door really much lighter? The only real difference is the rear door frames surely?Edited by 300bhp/ton on Friday 4th November 10:22
300bhp/ton said:
If cost isn't an issue I'd say the Jag AJV8. I like RV8's, but they are old tech and it shows.
Not sure what 5.7 SBC you had previously, but if it was an LT1, then they can easily make 300+hp n/a, even a forced induction Rover will likely struggle to make anything much more than that I'd have thought unless you are looking at huge cost.
An AJV8 with a blower, even in 4.0 litre guise should easily make 400hp without any cats, a decent exhaust and intake setup.
I guess the only other sensible engine to really consider would be a newer Chevy LS engine. A 6.2 will without cats and the like be making close to 450hp. You can still turbo or supercharges these should you want to.
The target is to clear 400. The Overfinch had about 340 from a fat, lazy, stoopid 5.7. Lovely to drive but I simply can't stand those lazy engines. Perfect for the US but for me an affront to civilised society Not sure what 5.7 SBC you had previously, but if it was an LT1, then they can easily make 300+hp n/a, even a forced induction Rover will likely struggle to make anything much more than that I'd have thought unless you are looking at huge cost.
An AJV8 with a blower, even in 4.0 litre guise should easily make 400hp without any cats, a decent exhaust and intake setup.
I guess the only other sensible engine to really consider would be a newer Chevy LS engine. A 6.2 will without cats and the like be making close to 450hp. You can still turbo or supercharges these should you want to.
6.2L to manage 450 just isn't cricket. Byt the time you've got these US lumps to a sensible 90+ per litre you are looking at mental outputs and certainly not suitable for a 40 year old van.
JE's AJ V8 appears to deliver 450 from a SC 4.2 which seems suitable. I certainly wouldn't want any more than that and I don't really want to be much above 4 litres to get there.
The RV8 is old tech, as you say, and with an SC you can manage towards 400 so it is on the radar as a more cost effective option, but I do think I would regret it. I do have a Power 5L knocking a+bout that I can dump in that should give a good 250+ if needs be as an interim.
JimexPL said:
I know that you are anti Chevy engines now with their low specific output, but I think that you should at least try something with an LS3 or LS7 in.
http://www.partsworldperformance.com/ls3-v8/
Having decent heads, cam and manifold as standard, they rev far more freely (6,600rpm in the LS3 and 7,200rpm on the LS7) than iron block engine in the Overfinch, will be more reliable than the RV8 or AJ8 and will probably have better fuel economy.
The 6.2 LS3 produces peak power at 5,900rpm, so it's not just mid range grunt that you had with the Overfinch.
Hi James,http://www.partsworldperformance.com/ls3-v8/
Having decent heads, cam and manifold as standard, they rev far more freely (6,600rpm in the LS3 and 7,200rpm on the LS7) than iron block engine in the Overfinch, will be more reliable than the RV8 or AJ8 and will probably have better fuel economy.
The 6.2 LS3 produces peak power at 5,900rpm, so it's not just mid range grunt that you had with the Overfinch.
Indeed. It's an unexplainable and irrational bugbear of mine.
If I'm going to spend the money on fitting a different plant then I would definitely go Jag V8 over Chevy.
I've driven LS3 engined cars and they are great but not for me.
Mogburner very kindly spent some time earlier this year letting me lose on their Zulu Defender and while the NA version is actually a nicer drive there was something about the Zulu that just made me want to laugh when driving it. It's a genuinely stupid bit of kit and wonderful for it.
All the underpinnings will be the Zulu spec from JE, that much I have decided but the same of a company I've been working on all year that was going to deliver the fun money to do this project hasn't closed yet and is dragging on and on so the current plan is do everything in preparation and just live with the current engine.
I reckon the whole project is going to take a couple of years anyway given the rate that I move at on these things.
I had been planning to switch from the current 4 speed manual to an uprated P38 box from ZF but recently decided that as it is going to be a fun winter car and the ZF only has 4 gears and although you can have top lengthened to get a sensible point for long distance runs thier 6 speed manaul is probably the way forward. I need to check that the stick can be mounted in a more comfortable position then the existing one which is far too far forward. I believe their is a linkage kit available to bring it further back along the tunnel.
JimexPL said:
Is it easy to put secondary door seals on the 2 door, like the Overfinch option?
Are you going to put a faster steering box in?
Any idea on wheels? - A custom set of wider original steels would look good!
If you really won't consider an LS3/LS7, then as you mentioned before the 5.0n/a Jag engine would be nice.
JE do these Defender style alloys which is the probable route: Are you going to put a faster steering box in?
Any idea on wheels? - A custom set of wider original steels would look good!
If you really won't consider an LS3/LS7, then as you mentioned before the 5.0n/a Jag engine would be nice.
With regard to the faster steering box, that's undecided. I had this option in the Overfinch but the turning circle was bloody awful and made it a real pain to manoevre in the undergound parking I have in London. It could have been an LSE issue, or the wider wheels but I did believe it was the box. Which would be a shame as it would otherwise be a very prudent addition.
The more modern 5L NA Jag engine is also great. JE work with the previous generation model at present and I suspect the cost of modifying their current management system could be an issue? Or it could be that the later gen engines are much more expensive? I don't know on that one.
Love the Clubman by the way.
JimexPL said:
I like those alloys. Hadn't seen them before.
The LSE turning circle will have been because of the Overfinch alloys not having a particularly large offset, meaning that the lock stop adjusters are wound out quite a way.
I've had the Clubman for 13 years. Used to keep it in London as a student, but the proliferation of speed bumps in the last decade mean that a Mini is no longer ideal for the city.
Having sold one of our cars, I'm bringing my 88" Station Wagon to London for a few months from Monday, which ironically is far more suitable for town work these days!
Landys and old Rangies are perfect for London. No anomisity from other drivers and you can dump them anywhere. It's the way forward. Mate of mine had a turd brown 1275 in London after Uni. Classically disasterous wagon. Could only be driven during daylight as the lights didn't work properly, had about 4 engines, last one filled the cabin with smoke when overly hot so had to be driven like Ace Ventura. Once took him 3 days to drive back up to Yorkshire for Christmas.The LSE turning circle will have been because of the Overfinch alloys not having a particularly large offset, meaning that the lock stop adjusters are wound out quite a way.
I've had the Clubman for 13 years. Used to keep it in London as a student, but the proliferation of speed bumps in the last decade mean that a Mini is no longer ideal for the city.
Having sold one of our cars, I'm bringing my 88" Station Wagon to London for a few months from Monday, which ironically is far more suitable for town work these days!
The Overfinch ran with the standard LSE cyclones, so would this have been the issue? I'm sure an LSE has a larger circle due to its length but I do suspect the shorter box is what gave it the shocking turning circle. In was a pita really.
JimexPL said:
30mm spacers would have cured the lock issue then (if you don't mind running them).
LSE's do have a poor lock, but the lock stop bolts are frequently set over cautiously so that rubbing does not occur on full lock at full articulation (an unlikely scenario for your new steed!). They were probably wound out even further with the Avon Turbospeeds on.
That's good to know. Thanks.LSE's do have a poor lock, but the lock stop bolts are frequently set over cautiously so that rubbing does not occur on full lock at full articulation (an unlikely scenario for your new steed!). They were probably wound out even further with the Avon Turbospeeds on.
Is it Adwest who do the quick rack box?
Re secondary door seals. Not sure. The OF ones are like hen's teeth and I have assumed not the right fit as my doors are longer. They were a good addition to a 4 door though.
Bish said:
DonkeyApple said:
That's good to know. Thanks.
Is it Adwest who do the quick rack box?
Re secondary door seals. Not sure. The OF ones are like hen's teeth and I have assumed not the right fit as my doors are longer. They were a good addition to a 4 door though.
Adwest do the steering box. Had it on my LSE.Is it Adwest who do the quick rack box?
Re secondary door seals. Not sure. The OF ones are like hen's teeth and I have assumed not the right fit as my doors are longer. They were a good addition to a 4 door though.
Chuck spacers on it and adjust the steering stops and the steering lock was far better.
Looking forward to seeing this project evolve and glad that Mr Hunt sold the Overfinch so quickly for you.
I was quite surprised. Given the time of year I suspected it would either sell in the first round of client calls or I'd have to wait and hope for a harsh winter to inspire people in Spring. As it was, it was under offer within hours and he has just sold another LSE Overfinch by the looks of things. It does confirm that this is a two tier market and that the best of these cars are very desireable.
I would have loved to have kept it but I know deep down that I would only have got round to using it occasionally and as a result would have probably had loads of silly problems with it.
Thanks for the infor on the Adwest box, it looks like it's still an option.
Aiming to head out your way on Wednesday to catch up with the guy who has been restoring the exterior trim parts and see how that is going on. I'll try and take some photos and post them up.
I little bit of an update.
Physically the project hasn't moved on but the other week while visiting the chap who is restoring the original exterior trim I noticed he had a European 1992 2 door which had been imported by another client just for the body shell to be used on a CSK resto.
Essentially, if we can agree a price, I have access to quite a few bits such as late 2 door seats and a late spec manual drive train.
This has turned the project on its head a little.
I've also been looking into Merlin F85 heads for RV8 units and it is looking like we can build quite an inexpensive 5.0 stroker out of a cross bolted 4.6 and be exceeding 300 bhp and torque quite easily. This would be a good stop gap
The LT77 box should take it but Ashcroft do a simple upgrade to the R380.
The main focus will be on getting it handling well for fast road and I don't think there is any point in talking to anyone other than JE. They've been very helpful to date and must be amongst the best people at keeping Landies and Rangies on the black stuff. So will be staying with the original plan re diffs, drive and half shafts, roll bars etc.
If sticking with an RV8 unit for the time being then I can use the later ventilated discs which means being able to retain the original 16" Rostyles.
But I have been pointed in the direction of Mach 5 up in Yorkshire who are able to take the centres and weld them into 18" rims. So I can retain the Rostyles look.
The upside of this is that I may find the taller tyre walls on the 16" wheels poor for speed and need to switch to a slightly lower profile tyre and increase the wheel size. It also means I can select a slightly wider rim and get a bit more rubber on the ground and also fit the JE brake upgrade if needs be. I did find the Classic brakes on the Overfinch struggled a little but the 2 door is quite a bit lighter so we may be ok.
I'm continuing to source original interior and exterior 72 parts and am nearly there. Struggling to find the right Wynguard bonnet mirrors at the moment.
I'm also looking for a firm which can make me replacement interior door furniture, air vents and some other items as perfect replicas but from billeted aluminium. This is my current craziest idea along with also trying to source an original Monteverdi instrument dash pod to make a vacuum mould of.
Physically the project hasn't moved on but the other week while visiting the chap who is restoring the original exterior trim I noticed he had a European 1992 2 door which had been imported by another client just for the body shell to be used on a CSK resto.
Essentially, if we can agree a price, I have access to quite a few bits such as late 2 door seats and a late spec manual drive train.
This has turned the project on its head a little.
I've also been looking into Merlin F85 heads for RV8 units and it is looking like we can build quite an inexpensive 5.0 stroker out of a cross bolted 4.6 and be exceeding 300 bhp and torque quite easily. This would be a good stop gap
The LT77 box should take it but Ashcroft do a simple upgrade to the R380.
The main focus will be on getting it handling well for fast road and I don't think there is any point in talking to anyone other than JE. They've been very helpful to date and must be amongst the best people at keeping Landies and Rangies on the black stuff. So will be staying with the original plan re diffs, drive and half shafts, roll bars etc.
If sticking with an RV8 unit for the time being then I can use the later ventilated discs which means being able to retain the original 16" Rostyles.
But I have been pointed in the direction of Mach 5 up in Yorkshire who are able to take the centres and weld them into 18" rims. So I can retain the Rostyles look.
The upside of this is that I may find the taller tyre walls on the 16" wheels poor for speed and need to switch to a slightly lower profile tyre and increase the wheel size. It also means I can select a slightly wider rim and get a bit more rubber on the ground and also fit the JE brake upgrade if needs be. I did find the Classic brakes on the Overfinch struggled a little but the 2 door is quite a bit lighter so we may be ok.
I'm continuing to source original interior and exterior 72 parts and am nearly there. Struggling to find the right Wynguard bonnet mirrors at the moment.
I'm also looking for a firm which can make me replacement interior door furniture, air vents and some other items as perfect replicas but from billeted aluminium. This is my current craziest idea along with also trying to source an original Monteverdi instrument dash pod to make a vacuum mould of.
eliot said:
I'm running a turbocharged 5.7 chevy in the dakar and its pretty quick. Kept up easily with an e46 m3 on a roll on.
But its all pretty hairy in such a big car. I have the option of force feeding my P38 now i have the fueling controlled with megasquirt, but i'm not sure i want that much power in that motor either.
My daily is an LS3 and i would really like one of those engines in the dakar or p38.
The jag engine conversions look interesting, but i would have to use the supercharged one. What sort of money does a complete engine go for ? And what transmission do they use? (i blew loads of boxes until i found a combination of internals to take the torque)
I'd imagine that is monster quick But its all pretty hairy in such a big car. I have the option of force feeding my P38 now i have the fueling controlled with megasquirt, but i'm not sure i want that much power in that motor either.
My daily is an LS3 and i would really like one of those engines in the dakar or p38.
The jag engine conversions look interesting, but i would have to use the supercharged one. What sort of money does a complete engine go for ? And what transmission do they use? (i blew loads of boxes until i found a combination of internals to take the torque)
An LS3 would be an easy option for a Classic as it's standard output is all you need for a good fast road project. I happen to have a personal issue with Chevy engines
I think that once you get towards 400 bhp my feeling is that the chassis of a classic is going to struggle badly and you'll feel strong twist. I think a thorough job would include some additional bracing. I would certainly fit a cage which may help in this regard.
The Gen III AJ-V8 engine is brilliant but it's finding an engine management guru who can take control of the variable timing, commonrail injection system and also the gearbox. That will be extremely messy.
The solution to date is to use the earlier engines and mate them to an uprated Schcroft P38 box. That seems to handle the 450 BHP of the supercharged engine.
I do have some picks but only ones I have saved off a google search.
If you type range rover Monteverdi into google images you get two main hits: a white resto that is currently up for sale and a gold one on the range rover classic website.
I don't think they did much tothe dash other than trim but they added a cowl over the dash pod and a fascia.
If you type range rover Monteverdi into google images you get two main hits: a white resto that is currently up for sale and a gold one on the range rover classic website.
I don't think they did much tothe dash other than trim but they added a cowl over the dash pod and a fascia.
task said:
Do you mean a wood and pickett dash?
They did several variations of dash, most of them involved raising the top of the dash all the way across.
Not me, those W&P dash are revolting. All Monteverdi did was replace the cover for the instrument pod which was a good improvement.They did several variations of dash, most of them involved raising the top of the dash all the way across.
task said:
they are, indeed, hideous.
However, several years ago we had a 1980's RRC 4 door that had a worked over engine and a wood and pickett dash/interior. That didn't have any of the hideous extensions but rather everything had been covered in leather to match the seats, so leather covered dash/binnacle/centre console in dark blue with dark blue/grey cloth half leather seats and door cards to match.
It actually worked very well.
That's the basic interior spec that mine will be.However, several years ago we had a 1980's RRC 4 door that had a worked over engine and a wood and pickett dash/interior. That didn't have any of the hideous extensions but rather everything had been covered in leather to match the seats, so leather covered dash/binnacle/centre console in dark blue with dark blue/grey cloth half leather seats and door cards to match.
It actually worked very well.
Trommel said:
DonkeyApple said:
If I were I would definitely go for the Rapport Excelsior as it will allow me to instal a personal newsagent in the back
Think how many boxes of Space Raiders he could fit in the back of there.Can't help being drawn to that sort of rubbish.
This one is going to be picture heavy, but I finally got round to scanning and uploading the photos of the full restoration carried out by the previous owner.
He bought the car in 1999 and spent 5 years taking it completely apart and replacing or re-conditioning every part. Cosmetically the exterior has been given a 90's look and the interior is non standard colour scheme, but it gives an idea as to the extremely high level of work carried out and why it is the perfect vehicle to use for what I am planning.
I have managed to now obtain most of the orgincal exterior parts and also settled on the interior trim.
The door frames have now been fully restored and powder coated black, along with the quarterlights and rear number plate holder.
The front and rear bumpers and Rostyle wheels are off being stripped, prepped and powder coated silver.
I will hold off the respray until I have finally made a descision on the engine.
He bought the car in 1999 and spent 5 years taking it completely apart and replacing or re-conditioning every part. Cosmetically the exterior has been given a 90's look and the interior is non standard colour scheme, but it gives an idea as to the extremely high level of work carried out and why it is the perfect vehicle to use for what I am planning.
I have managed to now obtain most of the orgincal exterior parts and also settled on the interior trim.
The door frames have now been fully restored and powder coated black, along with the quarterlights and rear number plate holder.
The front and rear bumpers and Rostyle wheels are off being stripped, prepped and powder coated silver.
I will hold off the respray until I have finally made a descision on the engine.
I'll keep this folder updated with new images as Stage 2 continues: http://s1129.photobucket.com/albums/m513/Horse_App...
Not sure about the steering wheel.
I've had a look around for some ideas but not been inspired yet.
Chrome would be good but I'm not sure it wouldn't mean chroming a few other things and then where do you stop?
I had one plan to chrome the seat and door handles, air vents etc but then you get to the quarter light handles and common sense comes back and you remember that you're creating a Rangie not a Chelsea bedroom.
If I were to use the Compushift system to run the ZF box then I could add paddleshift. These are either alli or black and alli wouldn't fit with chrome.
I do need to find some replacements for the top dash vents as the plastic ones will look bad when set in leather.
So, would a chrome wheel, chrome top vents and a chrome gear selector fit or be too bling?
It's a fine line.
Likewise with the dash pod. Do I retain that or duplicate the Monteverdi pod and create a different instrument clustre.
It's all about where to stop and until I work that put I can't start.
I've had a look around for some ideas but not been inspired yet.
Chrome would be good but I'm not sure it wouldn't mean chroming a few other things and then where do you stop?
I had one plan to chrome the seat and door handles, air vents etc but then you get to the quarter light handles and common sense comes back and you remember that you're creating a Rangie not a Chelsea bedroom.
If I were to use the Compushift system to run the ZF box then I could add paddleshift. These are either alli or black and alli wouldn't fit with chrome.
I do need to find some replacements for the top dash vents as the plastic ones will look bad when set in leather.
So, would a chrome wheel, chrome top vents and a chrome gear selector fit or be too bling?
It's a fine line.
Likewise with the dash pod. Do I retain that or duplicate the Monteverdi pod and create a different instrument clustre.
It's all about where to stop and until I work that put I can't start.
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