Re the Jensen, it's a common misconception that the 383cui motor used in the earlier cars developed more power than the 440cui mill that was used in the Series III from '72 onwards. On paper, it did - but in the real world it didn't. What happened was, in 1971, American car manufacturers had to switch the horsepower ratings of their engines from SAE gross (i.e. run on the dyno without alternator, water & power steering pumps, and with open headers) to SAE net figures, which meant the engine was run on the dyno in its 'as installed' state, i.e. with alternator, water pump etc and conventional exhaust headers fitted, to give a more accurate representation of what engines produced. So in 1971, the 383 motor was rated by Chrysler at 330 gross bhp, and 255 net bhp in the highest-output 'Magnum' spec which was used in the Interceptors. The 1971 440 motor was rated at 370 gross bhp / 285 net bhp in Magnum spec (or 385 gross bhp with the six-pack carb set-up used in the short-lived Interceptor SP). However, when Jensen replaced the 383 with the 440 motor in the Interceptor III models from 1972 onwards, they only quoted the 285 net bhp figure (where previously they'd used the 330 gross bhp figure for the 383), leading to the belief that the 440 engine was less powerful. This apparent 'power drop' was seen across all cars from US manufacturers in 1971, and was compounded by very real power reductions a little later in the 70s when emission controls got tighter and engines were slowly strangled.
The skill is to have the best people around you and Iain certainly has and that’s a a credit to the workshop. A lot of trust and when you take your Car in you know it’s in very safe hands. It must be exciting taking your Car in knowing it’s coming back better than ever.
Iain, not only do you have a passion for these cars, not only an encyclopedic knowledge of the "nerdy bits" that fascinate us, you have built a business that employs genuine artisans who clearly take pride in their work. And on top of all that, you are a gentleman. "Artisanal" is indeed a word, though over here we use it to sell everything from candles to potato chips.
As a trained craftsman I would like to suggest a difference between time served craft standards and artisanal work. Artisanal work is hit and miss and depends very much on the individual learning well and learning from their hits and misses. City and Guilds qualified craftsperson’s on the other hand like Craig have learned to work to exacting standards developed over millennia and in many cases learned alongside attendance at night-school for a number of years to study the technical foundations of their craft which require examination and grading. Here in the UK it is a fiercely proud tradition and means of learning such that C&G craft apprenticeships are a mark of excellence.
@@chriscooper3384 I suspect that formal certification would only be one step on the path to being let loose in Iain's workshop. There is an emotional aptitude that is necessary to function at that level, including a willingness to question what you think you know- a quality that not all certified individuals possess.
@@danpatterson8009 …agree ‘time served’ was the practice time after basic training (typically 4 years) but improving is a lifelong commitment. I am still doing it even if my hands-on days are behind me. I rose from apprentice to chief engineer and now company owner. Tiny acorns and all that…
I had an upholsterer as a neighbour with the workshop attached to the front of his house. A fair bit of his work was car and boat upholstery. His workshop sewing machine was more of a no-frills machine for upholsterers. Occasionally, he would end up with a sewing machine needle through his finger (straight through a fingernail). He would unbolt the needle from the machine, and if his wife wasn't home, knock on my door to get a lift to his GP to get the needle removed. He was always back at work the next morning.
15:38 The praise and appreciation of craftsmen is something I particularly like on this channel - thanks Ian. Putting a human (Craig) in the picture makes all the difference.
As a fully trained skilled machinist in my youth I can say Craig is on the top step of his trade His obvious skills and thoughtfulness only matched by his personality Never let him leave
In the 80's you could buy a Pantera for a few grand - not really liked, the pushrod Ford was the primary reason I think. If only I had bought 10, I could retire now.....
It was such a pleasure to follow this episode. Thanks a lot for it. And one thing: The interiours of so many of theese old beauties we all appreciate so much do make the difference. I have always been attracted the most by the interiours of old cars. Here you feel like a princess in its palace, sourrounded by marvelous forms, materials and colours. Different to every days life. And a man like Craig keeps those things alife. Wunderschön. Cheers!
Iain, re bladder fuel tanks. It may be worth investigating having them repaired at an aviation fuel tank repair company. During my time as an aircraft engineer I was involved in removing and refitting many fuel tanks which had been repaired/re-manufactured including those from a Hawker Hunter. The quality of work will be higher and you may not end up paying a “Supercar” premium.
Another brilliant catch up Iain. Craig is truly a very valuable member of your team at Tyrrell's Classics. All the cars you seam to deal with are very top end Classics and dear I say it very very valuable. There is no point in getting the car looking like new and the interior looks tired. Well you spend most of your time in the inside of them enjoying the views out. But when you do take your eyes off the road for a few seconds just to take the splendid looking interior. Like you say yourself on many occasions Iain it's a good place to be. 😊
Nice to see Craig featured again. Got to respect his eye for detail, and his inventiveness - it's not easy to re-shape carpeting, and joining it in such a way as to be invisible? Respect due. Also great to see the FF again. Looks like a lot's been done - chassis tubes replaced? No sign of the under bonnet tank (yet?), so I'm guessing yes. Hope you checked the timing chain and gears, as ex-factory, they had a nylon coating which can become brittle over the years. It was a noise reduction thing when new, but it can lead to jumping timing if/when it breaks down. Always worth a check (unless documented as being changed previously), as a gasket is cheaper than rebuilding the heads after a mishap...
Oh how I wish I worked in your workshop. Bloody awesome place. What an absolute top notch company you must run for so many high end customers to only come to you. You are a privilege to watch
Hi Ian, from Sydney, Australia. California forced use of low octane unleaded for the 1967 model year, so stateside from 1967 to 1972 cars were referred to as "49 staters" for the models for the rest of the USA. So, from 1972 unleaded fuel became available across the entire 50 states of the USA, all new cars had stickers on the inside of their glovebox doors stating that you could use the lower octane unleaded fuel, and if you used 100 octane leaded you were simply wasting you money. From 1976 ALL new US cars were totally fueled by unleaded petrol, PLUS , all new cars were fitted with catalytic converters, even Euro' imports. Re the Carter AFB's (aluminum four barrels), I have 2 Lincolns that were sent as CKD Kit cars (completely knocked down) l.e. as parts in crates and boxes, to be built as RHD vehicles at Ford Australia's Homebush, Sydney plant. The two cars have different versions of the Carter AFB's fitted, the 1972 model has twin carby's, that are set for PURE 102 octane leaded fuel, (basically av-gas), this car the 1972 MK4 Coupe gives stunning performance from its export spec' Lincoln 460ci engine with twin Carter 4 barrel carbys on it, the Ford Aust' sales brochure states 385hp. The 1979 long wheelbase Collectors Series Town Car was thew very very last of the big US luxury cars capable of being ordered as a CKD kit to be built as a RHD car ex-factory. It has a smaller 400ci engine with a solo Carter AFB which was set up to be able to "drink" any version of petrol from South American 75 octane pure 100% ethanol fuel, right up to 102 octane leaded av-gas fuel straight from the Ford factory. Our Aussie RHD Ford & GM CKD vehicles have their own unique service manuals, and glove box manuals which discuss the correct set ups for Carter AFB's used by Ford and the giant GM spreadbore Rochester 4 barrel carby's as I also have 2 x RHD Cadillac Fleetwood Broughams a '72 & '74 with both built at GM's Pagewood, Sydney factory. So, consider this July 1st, 1986, all new Australian sold cars were unleaded fuel only, and had catalytic converters. So, if you are looking for replacement parts e,g, carburetors, in future Australian vendors may supply components you are looking for, for all vehicles built prior to the 1/7/86 up-take of unleaded fuel.
@@JohnSmith-vi5pz , Hi yes the same thing with a different name in a different country AFB = aluminium four barrel, defining it as a four barrel. Here in Australia we had some other types of Carter carbies on other different cars/engines.
Great video! Thanks! It is always a treat to visit Craig the artist. The stitching on the dash around the instrument cluster is just lovely. I enjoyed the chat about the work that goes into the carpets. But the absolute highlight of the video were the Seats of the Daytona. What pieces of art they are! Thanks to Craig, they are brought back to their original glory. Beautiful work!
Sometimes a little networking can't harm, right? When it comes to Mopar V8s Nick's Garage is one of the prime RU-vid channels. And he sends off carburetors to be rebuild, with great success and for years now, to "The Carb Guys Inc." in Courtice, Ontario - Canada. So if anyone would be helpful with the original Thermoquad it's probably them :-)
21:10 "Ah ha hm, we discovered we've Slightly been told a little less than the truth." . Now THAT is a great statement for the decade and Beyond!! LOL.
Cracking work on the trim, I do the same and know how much work and concentration it takes. Knotting the stitch on the back is a detail I've not seen for a while but well worth it in the long run as reverse stitching does look unsightly. Love watching beauty restored by such passionate craftsmanship.
The easy answer for the gearbox link from the carb is to install a Lokar kickdown cable, forget the bent rod. The carb is probably jetted fairly lean out the box. On my 440 I found that I needed another squirter cam and also the spring that holds the secondaries closed (against the vacuum) needed a stronger one fitted - it had a tendency to backfire through leanness when you gave it the beans. The paper clip trick on the vacuum secondary link is absolutely essential to make sure that they are joining in. You may have better luck as you are maintaining the iron manifold with the exhaust crossover. I'm sure you are aware but Holley sell boxes of jets, springs, squirter cams etc. It will run really well when you have it right. The only thing I dislike is the electric auto-choke, I've wound mine ''off'' now and much prefer to start it via a couple of pumps of the pedal, DCOE style - otherwise it tends to bog with richness when cold and I hate to think of the petrol washing the bores down.
Oh, I should add, if you go the cable route then an extra spring on the gearbox lever is also needed to make sure it pulls fully rearwards when you are off the throttle, otherwise it changes gear rather oddly.
It's always a delight to see the ketchup videos. Watching your skilled craftsmen, like Craig, is awe-inspiring Their skills are not only technical but have been honed by their experience. Thank you again to all.
See the notification, hit the like button and then watch whole video, always learn something new. Brilliant stuff. Putting the contents of the ketchup on the splash screen is so useful for future reference, I do go back and watch these again on occasion.
The factory intake for the Jensen is for a "square bore" carb. The Edelbrock replacement is a new production Carter AFB, which is a "spread bore" design. The larger secondaries may interfere with the bores in the factory intake.
One day I will come by your place with my TVR Cerbera and do a rebuilt inside and out. Although it could be a long way from Switzerland. Aspecially a new trim of leather will be my joice!
Love the range and depth here. These are a bit like the Jay Leno resto blogs, which I think are the best things on his channel. Many thanks to all the team!
An episode featuring for much of the time, Craig. I doubt there's a more talented (or nicer) chap on any youtube car channel. Thanks Iain. Love seeing what's going on in your palace of a workshop.
Attention to the smallest detail, words that define Tyrrell’s classic workshop nothing, ever, escapes attention. The cars that leave this place are works of art, know wonder it’s crammed with some of the rarest most valuable vehicles on the planet. Iain and his team operate on a level which is hard to believe possible. What joy it must bring to the owners of these cars just knowing that no corner has been cut no stone left unturned to achieve perfection. You can’t buy this talent, it just exists, how lucky are we to see it in action.
Hello lain. Another dose of Tyrrells Classic Workshop .....wonderful . I'm passionate about the skills l have when restoring cars over a 54year period . But l never mastered trim work . But it's something l would have loved to have done . Many years ago I asked Ernie Patrick , a very well respected trimmer in the South West , if he would teach me . He told me he couldn't spare the time .... Thankyou lain
Greetings to you in Malta too. Some friends were judging in the Valletta concourse, and I must confess I was slightly envious! I have many happy memories of times in Malta
Thanks. Artisan, indeed. I'd enjoy hearing about how these craftsmen got their start, if there's time and they're willing. Just a thought. All the best
I hope Craig has an apprentice. When he retires so do all his skills, experience, attention to detail, quality of work and everything that goes with it. Awesome stuff 👍👍👍.
In the early 70s I used to see a espada which belonged to Ahern rubbish disposal. Driving around Romford all the time silver right hand drive . Sometimes parked outside the plant offices. Memories I was about 18 at the time!
Usually our carbs wear out at pivot points and lose vacuum and then you can never get them right. If you put a bushing in them it generally fixes things up.
I will always enjoy your videos Tyrrell, but I don't have time to document every video you make as l was. I'm chasing my own car dreams at this point. Again, I will always tune in to Tyrrell's Workshop.
