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MikeWilliamsUK

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Everything posted by MikeWilliamsUK

  1. Hey chaps, I find this correspondence fascinating, so please keep it up. To Rolf, if you really are "tiring of this discussion" don't read it. To JWalker (new member) thanks for these observations which I have never seen noted elsewhere. All blocks may be basically similar, but it is these details which I want to know about. And to everyone, does a twin carb manifold make much difference to a stock engine?, are they difficult to set up?, and if they are really good yet rare, would there be interest in getting together and having a small batch made? There have been several manufacturers, so the tooling must exist for one of them, surely. Mike
  2. Amphicar, Check out this site. Its a discussion group all about the programme. http://community.channel4.com/6/ubb.x?a=frm&s=162603557&f=7496063291 Mike
  3. Hi Amphicar. The programme was on UK Channel 4 on Monday 9th from 21.00 to 22.00 and was called 'Salvage Squad'. It is a long-running series where a team of three novice amateurs restore something in a week. They were invited by the owner of the Amphicar to take it away and only show it to him again when it was complete. They took it to a general classic car restorer and you see them restoring body panels, making a new petrol tank etc. There is nothing at all about the chassis, and little about the engine. It includes a brief history of how they came to be made and of the designer. It concentrated on extra work needed to become seaworthy and obtain a boat safety certificate. Quite entertaining for general public I imagine. I believe Channel 4 sell videos of their programmes. I'll find details if you are interested.
  4. On UK television channel 5 there was a one hour program last night (9th Feb) about restoring an Amphicar. Its in a long-running series 'restoration challenge' and is largely a put up job, but nice shots of the Amphicar and some of the restoration. Mike Williams (UK)
  5. Piero, Just a note to say you are not alone. I also live in England and am filing all this correspondence away as I'm converting my 1938 Lincoln from 6volt pos to 12volt neg, a process started by the previous owner nearly 50 years ago, so he obviously thought it worthwhile to get better lights. Probably Slightly easier on an older car as less electrical bits and bobs. Mike
  6. Pete, My apologies. We have met, though I didn't catch your name at the time. I took photos of your engine at Knebworth last year - introduced by Colin Spong. My car will feature in the LZOC magazine soon, though its hardly photogenic at the moment with no paint, no interior at all, no hood. But at least I now have an engine in place! I look forward to seeing the magazine. Mike
  7. I just sold a '69 Interceptor I'd had for 26 years. Never once let me down and handled better than the average 4-seater of the period - much better than some! I still have a '66 Jensen, though with an alloy body. Just shows what neglect can do to a nice car. When the value of a car falls they get sold cheap to people who can't maintain them, then they start to get rough, then people think they are rubbish, then they get sold cheap etc etc. Suddenly there are few good ones left, people realise they are a lot of car for the money and they become a rare and desireable 'classic'! Mike
  8. The British magazine "Classic and Sports Car" is to feature a Zephyr coupe in its next (March) issue - due out in the UK on 5th Feb. It looks to be dark blue and right hand drive. Anyone on the list know whose it is? Mike
  9. Don't know what the law demands in the USA, but in the UK my 1966 Jensen one-off prototype had perspex in the side quarter 'glass' and the rear screen from new - 'plexiglass'. I had new ones made by making an alloy former (done by my panel-beating professional) and a plastic place locally made the window quite cheaply. As I say, am not sure whether this would be legal for a front screen in the USA. Secondly, Pilkington in the UK have a database of glass sizes for everything they have ever made. They need to know some basic measurements like height, width and curvature, which they check to this and it may be that a screen from another vehicle can be cut down to fit. Its worth a call to an auto glass maker in the USA to ask. In the UK they will even measure your screen for you to find this information, assuming you have one! Finally, a newer company in the UK - Autoglass - offered to make a new laminated front screen for the Jensen (mine has a chip which has been there since 1968!) and estimated about GBP3,000. They'd make two for that price - one a spare. I decided to put up with the chip, but its an option if all else fails. Hope this helps. Mike Williams (UK)
  10. What's the problem here? I have not had work done by George, but I have bought parts from him and his prices are within a few cents of those charged elsewhere. His service is good and his advice sound. He is also able and willing to answer queries on-line (like this thread) which some of his competitors do not. The latter is important to me being across the pond and in a different time zone. I could phone around and save a few dollars on a range of parts, but its not worth it to me. Just this last week George has spent time and effort kindly answering a query of mine with only a slim chance of any business at the end of it. Thanks George. If somebody has an issue take it up with the supplier and if not satisfied then use this list, but lets have specifics please, not a general thought that his prices may be, perhaps, a friend said, a bit high(ish). That's not really helpful to me. Perhaps we can drop the subject - please? Mike
  11. Thanks Rolf. That's what I was hoping. With the missing special washers I wondered whether my repro mountings were sub-standard, but they seem Ok in all other respects so I'll just add a few washers. Thanks, Mike
  12. Here in the UK there are no Lincoln suppliers and most parts I buy from the USA, but we do have Ford suppliers and as I believe the engine mounts are the same I bought a Ford set. The old engine mountings from my '38 Zephyr were completely flat, whereas the new ones are convex on the top (conical) and concave underneath. The rubber which sits below the mounting bracket did not have a metal stepped washer on its top, so I removed the ones from my old mountings and re-used them. Had to use the old bolts too as the new ones were too short for the '38 with its brackets cast onto the block. All fits well, except that the engine sits too low. I will have to make some 1/4in or even 1/2in washers to pack it up slightly. Is this acceptable, or do I perhaps have the wrong, or inferior, engine mounts? The reason I know it sits too low is that the car is a Jensen fitted with the Lincoln engine from new, and the oil filter canister just touches the steering column. Packing out the canister from the head would move it at an angle and not help. Mike Williams UK
  13. Great! Thanks Bill - that's exactly what I needed to know. I can now hook it all up and fire up the engine. Thanks, MIke
  14. Thanks diz, that's solved half the problem (and proved me wrong!). Now, which hole in the block is the flow and which the return? Mike
  15. My '38 Zephyr has three outlets from the LH rear of the block, one facing upwards for the oil pressure gauge, and two facing outwards. Which is the flow from the oil pump and which is the return to it? I assume the flow goes to the very bottom of the filter canister and the return from part way up the canister, so as not to collect the sludge? Thanks, Mike Williams
  16. Further to my note above I've always wondered what the V12 Lagondas were like as practical road cars. I understand the con rods were made of alloy and had no separate bearings. Is the engine really for racing and not high-mileage, or is it reliable? Mike Williams 1966 Jensen P66 fhc 1938 Jensen 4.5 litre drophead
  17. The note about Clark Gable owning a 1939 Jensen (not Jenson) is almost certainly incorrect. He ordered a 1934 (from memory - maybe 1936?) Jensen and placed a deposit, but after driving it for a while he took it back to the dealer (Percy Morgan) and got his deposit back. He then bought a Duessenburg instead. He did pose for photographs with the Jensen and this has added fuel to the myth that he bought the car - a myth that has appeared in print several times. I own the only V12 Jensen (which left the factory in December 1938) and the names of both Gable and Montgomery have been mentioned, but I've seen no evidence at all. I would desperately like to know who did own the V12 Jensen. All I know is that he was a "Hollywood personality". Any ideas how I might research this, PLEASE. I am not familiar with the Kimes book - does it give any more detail? Mike Williams
  18. Thanks Dave. You are quite correct, Gable posed for a Jensen-bodied Ford in about 1934 and it was a dark (blue, I think) drophead. You are also correct that it featured in AQ. My car is much bigger. Interested to hear about your friend with a Nash-powered Jensen. Although Jensen records were destroyed during the war by bombing, extensive research by Richard Calver suggests that only thirteen of these larger Nash-engined cars were made and mine is very similar to these except for the engine. I know of three in the USA: two are saloons, which means your friend's should be the dual cowl tourer, car No.H7, but I'd be very interested if it isn't that car! From photos it looks to be white or cream? Mike Williams
  19. I own a 1938 Jensen drophead coupe. The car was built to special order and was a one-off, being the only Jensen to have the Lincoln Zephyr V12 engine. According to the British 'Autocar' magazine of December 1938 which illustrated and described the car in some detail, it was built to the special order of 'A Hollywood film personality who wishes to remain anonymous'. Well, unfortunately, his identity still remains a mystery to this day. Hollywood names associated with Jensen at that time include Clark Gable and Robert Montgomery, but neither of those seem to me likely to have wanted to remain anonymous. Perhaps it was for a producer or director. The car was imported to the USA by Percy T. Morgan, the agent for the whole of the west coast at that time, but I have no more history until September 1951 when it was advertised for sale by International Motors Ltd. After that I know most of its history as the man who bought it in 1952 and took it off the road for overhaul in 1953, sold it to me in a still dismantled state forty nine years later! Please can you suggest lines of enquiry as to who the original owner may have been? Mike Williams (in the UK)
  20. Further to this correspondence, all my local auto electric specialists still tell me it can't be done for reasons I don't understand. However, a Ford V8 specialist tells me that Ford military vehicles during the war used the familiar V8 running 6 volts whilst the vehicles themselves ran 12 volts. They also used a step-down ballast resistor, so it MUST work! I'll find out in about nine months when my rebuild is completed! Mike Williams
  21. That's exactly what I wanted - thanks very much indeed DP. MIke
  22. Thanks for that tip. Do you know anyone who has actually done it, or any idea how best to drop the voltage? Mike
  23. The previous owner of my 1938 Zephyr started to convert it to 12 volts (generator, instruments etc), but didn't get around to the ignition coils. I would like to continue with this conversion, but was surprised that Jake Fleming will only rebuild these coils to 6 volts. The general advice seems to be to fit a pair of modern 12 volt 'can' coils and use the stripped out original coil casing as a terminal block. That would work, but wouldn't look very nice. Why can't I run the car on 12 volts and put a step-down transformer (ballast resistors?) in the engine circuit to run the 6 volt coils? or, could I use contemporary Ford V8 coils in the Lincoln housing? Thanks, Mike Williams (UK)
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