Tag Archives: antique cars

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Rear End Rebuild: Part 2 1959 Porsche 356A Restoration

This is part of series of posts on this 1959 Porsche 356A’s restoration, Part One introduces us to the problem.

Our first picture shows the lock mechanism.  This post highlights why we are removing the outer section to get to the inner section.  The top lip of the inner sheet metal had been previously repaired badly, it wasn’t aligned with the lock.  The lock was in the right position because it closed properly, so we had to fix the lip panel.

 Rear end removed from Porsche 356A

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The rear section of the Porsche has now removed to begin the inner rebuild.

 

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The rest of the car, with out the rear end.

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The position of lock receiver here highlights the incorrect inner sheet metal.

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This shows the poor inner repairs.

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And the other side of the inner body.

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A view from the side angle, again highlighting the poor inner sheet metal repairs, to be corrected during this restoration.

 

This is part of series of posts on this 1959 Porsche 356A’s restoration, Part One introduces us to the problem.

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Paint Signal Orange: Part 8 Converting a 1972 Porsche 914 to a 914-6 GT

This is Part 8 of a series on the conversion of a 914 to a 916-6 GT Porsche. In Part 1 of this 1972 Porsche 914 restoration/conversion to a 914/6 GT race car, we show the car after media blasting and outlined all the work that we will be completing. Part 2 covers the restoration starting with the rear quarter replacement and alignment.  Part 3 explained how the original fenders were removed and the new flared fenders were set in line.  Part 4 shows the final steps in grafting in the rear fenders.  Part 5 explains how the front fenders were grafted in.  Part 6 looks at the rocker panel transformation from a steel non 914-6 GT rocker into a custom rocker panel.  Part 7 shows photos of the car in primer, ready for paint.

This post shows photos of the 914-6 GT in Glasurit Signal Orange.  We tested Tangerine Orange as well, and Signal came out the winner.  The rockers and bumpers will be a semi-gloss black to complete the racing look.  The under body is Signal Orange in a custom blend with under body textured coating.

Porsche 914-6 GT restoration in paint

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Under coating done in signal orange as well.  This was a custom blend with Porsche textured under body.

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Porsche 914-6 GT rockers and bumpers

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This is Part 8 of a series on the conversion of a 914 to a 916-6 GT Porsche. In Part 1 of this 1972 Porsche 914 restoration/conversion to a 914/6 GT race car, we show the car after media blasting and outlined all the work that we will be completing. Part 2 covers the restoration starting with the rear quarter replacement and alignment.  Part 3 explained how the original fenders were removed and the new flared fenders were set in line.  Part 4 shows the final steps in grafting in the rear fenders.  Part 5 explains how the front fenders were grafted in.  Part 6 looks at the rocker panel transformation from a steel non 914-6 GT rocker into a custom rocker panel.  Part 7 shows photos of the car in primer, ready for paint.

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Primer: Part 7 Converting a 1972 Porsche 914 to a 914-6 GT

This is Part 7 of a series on the conversion of a 914 to a 916-6 GT Porsche. In Part 1 of this 1972 Porsche 914 restoration/conversion to a 914/6 GT race car, we show the car after media blasting and outlined all the work that we will be completing. Part 2 covers the restoration starting with the rear quarter replacement and alignment.  Part 3 explained how the original fenders were removed and the new flared fenders were set in line.  Part 4 shows the final steps in grafting in the rear fenders.  Part 5 explains how the front fenders were grafted in.  Part 6 looks at the rocker panel transformation from a steel non 914-6 GT rocker into a custom rocker panel.

This post just gives a bunch of photos of the car in primer, ready for color.

Photos of Porsche restoration in first stage primer

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Second Prime Photos of 914-6 GT Porsche Restoration

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This is Part 7 of a series on the conversion of a 914 to a 916-6 GT Porsche. In Part 1 of this 1972 Porsche 914 restoration/conversion to a 914/6 GT race car, we show the car after media blasting and outlined all the work that we will be completing. Part 2 covers the restoration starting with the rear quarter replacement and alignment.  Part 3 explained how the original fenders were removed and the new flared fenders were set in line.  Part 4 shows the final steps in grafting in the rear fenders.  Part 5 explains how the front fenders were grafted in.  Part 6 looks at the rocker panel transformation from a steel non 914-6 GT rocker into a custom rocker panel .

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Custom rocker panel fabrication: Part 6 Converting a 1972 Porsche 914 to a 914-6 GT

This is Part 6 of a series on the conversion of a 914 to a 916-6 GT Porsche. In Part 1 of this 1972 Porsche 914 restoration/conversion to a 914/6 GT race car, we show the car after media blasting and outlined all the work that we will be completing. Part 2 covers the restoration starting with the rear quarter replacement and alignment.  Part 3 explained how the original fenders were removed and the new flared fenders were set in line.  Part 4 shows the final steps in grafting in the rear fenders.  Part 5 explains how the front fenders were grafted in.

This post looks at the rocker panel transformation from a steel non 914-6 GT rocker into a custom rocker panel .

A fiberglass 914-6 GT rocker panel is on the market, but no one makes a steel version.  Since this Porsche is all steel, it makes sense to continue that theme by making these custom rocker panels.  It is really a matter of fabricating something that looks good and works with all the shapes of the car.  These custom rocker ends are built with two locating bolts to make the panel a solid feature, along with the factory bolts running along the longitudinal.  We think the rocker panels maintain the factory look, with the jacking points still in place.

There is still some internal custom work to follow, since we have the oil cooler lines running internally through the inside of the passenger rocker panel, along with a new oil cooler under the hood.

Rocker panel before conversion

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How the regular 914 rocker panel starts out.  Flat from end to end, as it was made for a non GT model.

 

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Here shows the rocker panel next to the new flared wheel arch, where shape needs to be added.

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Another shot of the original rockers on the 914.

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And one without the rocker panels on.

Final photos of custom made 914-6 GT rocker panels to match flared fenders

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End tip of the rocker panel,  now with added shape.

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A shot of the front tip of the custom rocker panel.

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Shape transformation.

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Profile lines.

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A shot looking down the body.

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An overview of the Porsche with the custom rocker panel.

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One last shot of the curved tip of the rocker and the new flared fender.

This is Part 6 of a series on the conversion of a 914 to a 916-6 GT Porsche. In Part 1 of this 1972 Porsche 914 restoration/conversion to a 914/6 GT race car, we show the car after media blasting and outlined all the work that we will be completing. Part 2 covers the restoration starting with the rear quarter replacement and alignment.  Part 3 explained how the original fenders were removed and the new flared fenders were set in line.  Part 4 shows the final steps in grafting in the rear fenders.  Part 5 explains how the front fenders were grafted in.

 

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Front fender flare grafting: Part 5 Converting a 1972 Porsche 914 to a 914-6 GT

This is Part 5 of a series on the conversion of a 914 to a 916-6 GT Porsche. In Part 1 of this 1972 Porsche 914 restoration/conversion to a 914/6 GT race car, we show the car after media blasting and outlined all the work that we will be completing. Part 2 covers the restoration starting with the rear quarter replacement and alignment.  Part 3 explained how the original fenders were removed and the new flared fenders were set in line.  Part 4 shows the final steps in grafting in the rear fenders.

Moving to the front of the car where we graft in the front GT panels.  It’s the same process as the rear fenders, with a little shape change.  Completing the front fender graft, completes the GT conversion, as far as the exterior metal work goes.

Next we will look at  the rocker panel conversion to marry up with the GT arches.

 

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Removal of the original fender in process.

 

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Original 914 fender panel removed.

 

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All four original fenders removed and in very good condition.

 

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914-6 GT fender panel set with clecos into position, after careful alignment in ‘body line.’

 

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914-6 GT fender panel now tack welded into position.

 

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TIG welded, plannished, and filed, now ready for the last stage where it’s wiped clean with an abrasive disc.

 

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Front 914-6 GT fender TIG welded and metal finished.

 

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Front angle of the Porsche, proportional and and muscular.

 

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Nice transforming shape.

 

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Ready for high build primer.

In Part 1 of this 1972 Porsche 914 restoration/conversion to a 914/6 GT race car, we show the car after media blasting and outlined all the work that we will be completing. Part 2 covers the restoration starting with the rear quarter replacement and alignment.  Part 3 explained how the original fenders were removed and the new flared fenders were set in line.  Part 4 shows the final steps in grafting in the rear fenders.

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Front End: 1953 Porsche 356 Cabriolet Part Three

This is part three of a series of posts covering the restoration of this 1953 Porsche 356 Cabriolet, takes us through the completion of the nose rebuild and work on the front fender.  The introduction post on this Porsche 356 restoration shows pictures of how the Porsche came to us, then after dismantle was complete, and then after the body was media blasted.  Post two covered the beginning of the nose rebuild, leaving the new section TIG welded into position.

The first few pictures in this post show the front end completion process to the way it looked when leaving the factory.

We next head around the corner to the right hand fender where the panel just like the rest of the body has seen a reasonable amount of filler work, not deep by any means, just enough to create its fair share of ‘lows,’ which we’ll bring up by hand, with our standard metal finishing process, in preparation for the high build primer process.

The great thing about this Porsche 356 is there is almost zero rust around the exterior, that’s compliments to the owner for taking care of the car for the last 50 years!

Continue to enjoy future posts as we complete the exterior metal work.

 Completion of Porsche nose rebuild

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Hood damage highlighted here.
 

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Smooth….
 

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Another angle of the nose.
 

Front fender restoration – Porsche 356

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Beginning stage of the left hand fender repair, showing signs of damage.
 

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View from the opposite angle before restoration work.
 

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Typical damage from ‘grounding.’
 

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Area smoothed out and skimmed with lead immediately in front of the fender support bracket.
 

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Hammer,dolly and file work in progress.
 

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Repairing the original lead area around the door aperture.
 

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Nose, left hand fender, and hood are now restored.
 

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We are now ready for primer.
 

This is part three of a series of posts covering the restoration of this 1953 Porsche 356 Cabriolet, takes us through the completion of the nose rebuild and work on the front fender.  The introduction post on this Porsche 356 restoration shows pictures of how the Porsche came to us, then after dismantle was complete, and then after the body was media blasted.  Post two covered the beginning of the nose rebuild, leaving the new section TIG welded into position.

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Firewall and cowl build: 1938 Chevrolet Pepsi Truck Custom Build Part 10

This is part ten of a series of posts on this highly custom 1938 Chevrolet Truck restoration, in post one we introduce you to the project and the custom features to be fabricated.  In post two, we look at the individual truck parts that make up the front end build In post three, we cover the chassis build and drip rail removal In post four, we show you the process of metal finishing the fenders. Post five takes us through the panel restoration of the original inner grille housing panel and a custom touch of deleting the cowl vent panel.  Post six takes care of the lower cowl metal and left hand front fender.  Post seven covers the toe board panel, door lock upgrades, and mainly the upgrades to the inner fender support panel; this panel has to be heavily modified to take the new location of the hood side panels.  Post eight looks at how the custom hood was created to open by pulling forward instead of the original butterfly design.

This post will show the original firewall modifications, mainly by lowering the distributor depression, and then filling in the void above with an aluminum close out panel, that will be bonded to the original firewall.

The close out panel fabrication involves using the Baileigh bead roller to create raised areas to give a factory Chevrolet look.

The final set of photos show the cowl bead build process, to correct poor metal structure from the original one, to round out the metal work on the front of the Chevrolet cab.

Firewall panel fabrication

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Original firewall face.

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Since this build will have a modern 350 Chevrolet engine, we can lower the firewall depression.

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Welded in and metal finished.

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To make the firewall more interesting we made a close out panel. Here’s the beginning of making the template.

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Tracing the template to the aluminum sheet.

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Sheet metal perimeter cut out and offered up to the firewall.

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Bead work in progress with our Baileigh equipment.

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Close up of bead work.

Completed firewall panel

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Cowl Metal Work

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Previous cowl top was damaged and weak from the media blasters so we made a new section to graft in.

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Profile/ side view from hood to style line.

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Grafting in and TIG welding stage.

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Onto the metal finishing stage.

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Close up profile view of the finished product.

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Finally, the overview of the completed cowl.

This is part ten of a series of posts on this highly custom 1938 Chevrolet Truck restoration, in post one we introduce you to the project and the custom features to be fabricated.  In post two, we look at the individual truck parts that make up the front end build In post three, we cover the chassis build and drip rail removal In post four, we show you the process of metal finishing the fenders. Post five takes us through the panel restoration of the original inner grille housing panel and a custom touch of deleting the cowl vent panel.  Post six takes care of the lower cowl metal and left hand front fender.  Post seven covers the toe board panel, door lock upgrades, and mainly the upgrades to the inner fender support panel; this panel has to be heavily modified to take the new location of the hood side panels.  Post eight looks at how the custom hood was created to open by pulling forward instead of the original butterfly design.

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Hood and hood sides build: 1938 Chevrolet Pepsi Truck Custom Build Part 9

This is part nine of a series of posts on this highly custom 1938 Chevrolet Truck restoration, in post one we introduce you to the project and the custom features to be fabricated.  In post two, we look at the individual truck parts that make up the front end build In post three, we cover the chassis build and drip rail removal In post four, we show you the process of metal finishing the fenders. Post five takes us through the panel restoration of the original inner grille housing panel and a custom touch of deleting the cowl vent panel.  Post six takes care of the lower cowl metal and left hand front fender.  Post seven covers the toe board panel, door lock upgrades, and mainly the upgrades to the inner fender support panel; this panel has to be heavily modified to take the new location of the hood side panels.  Post eight looks at how the custom hood was created to open by pulling forward instead of the original butterfly design.

 

This post finishes out the aluminum work on the custom hood which involves completion of the skin, and design and fabrication of the inner structure, which is the bonded to the outer with a 2-part epoxy (Lord Fusor 112B medium or slow).

Whilst on the inner structure topic we can cover the hood sides as well, shown in the pictures below. The inner hood sides are then spot welded to the outer skin using a Pro-Spot PR10.

 

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Hood outer skin completed, it was created in one piece instead of the original butterfly style.  Now we are ready for the inner structure to be built.

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Outer hood in open, functioning mode.

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Inner hood structure designed and fabricated to give strength to the outer skin.

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Installation of inner in progress.

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Onto the hood sides inner structure design and build.

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Hood sides inner structure being spot welded into position.

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Hood side offered into position to double check fit.

 

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Completed hood sides in first stage primer.

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Close up details.

 

This is part nine of a series of posts on this highly custom 1938 Chevrolet Truck restoration, in post one we introduce you to the project and the custom features to be fabricated.  In post two, we look at the individual truck parts that make up the front end build In post three, we cover the chassis build and drip rail removal In post four, we show you the process of metal finishing the fenders. Post five takes us through the panel restoration of the original inner grille housing panel and a custom touch of deleting the cowl vent panel.  Post six takes care of the lower cowl metal and left hand front fender.  Post seven covers the toe board panel, door lock upgrades, and mainly the upgrades to the inner fender support panel; this panel has to be heavily modified to take the new location of the hood side panels.  Post eight looks at how the custom hood was created to open by pulling forward instead of the original butterfly design.

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Original Paint 1968 VW Bay Window Bus Partial Restoration

Another VW bay window restoration for the same customer we did the 70 Westy for.  This project is a 1968 VW bus with original paint and in great shape, apart from front end damage from a spare tire that was mounted to the front.

Our duties were to perform a partial restoration, which included the front end repairs, general rust repairs/dents/gouges , trim restoration, swap out the Jalousie windows for the original factory configuration, custom made aluminum front vent housing to replace the plastic one, and new weather stripping/seals all around.  Lastly, a new, custom made, two-tone interior, by TMI to match the original German factory look.

As the VW bus was in original paint and there were too many external repairs to just ‘blend in’ new paint to the original, we decided to ‘buzz’ down the original paint, seal, featherfill and prime, followed by a coat of the original 1968 beige and clear coat.

Follow the pictures and captions that unfold the story of bringing this 68 VW Bus back to its factory glory.

VW Bus Before Restoration

Here are three overall pictures of when the 68 VW Bus came to us.  First thing to notice is the front end damage from the spare tire that was previously fitted.     The nice thing is 80% of the body is original factory paint.

Here are three overall pictures of when the 68 VW Bus came to us. First thing to notice is the front end damage from the spare tire that was previously fitted.  The nice thing is 80% of the body is original factory paint.

 

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Various creases and isolated dents are apparent on this VW Bus.

 

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Close up of the front end damage.

 

Metal Work on the Bay Window

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Surgery begins. The panel is removed and straightened out on the bench.

 

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The repaired panel is now grafted back onto the bus.

 

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Patterning from side to side for symmetrical profiling.

 

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Unfortunately early bay window front floors aren’t available, so a section had to be hand made and grafted in.

 

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Floor being grafted in.

 

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In primer.

 

Fresh Air Vent Restoration

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Original vent housing was in poor shape and easily deteriorates over time, being plastic.

 

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A jig is made and an aluminum replacement is in progress.

 

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First stage complete.

 

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Painted and bug mesh added.

 

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New vent installed. We can make these for your VW restoration, email to ask.

 

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New interior trim to match the original factory colors and style.

 

Restoration of the outside of 68 VW Bus Completed

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Rear view with restored original trim, new seals, lens, and body paint, and freshly painted ‘cloud white’ bumpers.

 

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German made hubcaps were hand painted in the work shop.  And wheels were powder coated.

 

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Clean look.

 

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Thanks for checking out this VW Bus restoration!

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Sunbeam Tiger Hood Scoop

This post covers one of our smaller projects and a nice custom.  We enjoy taking a break from the larger projects in the shop, especially when granted artistic freedom.

As with many of our projects, big or small, we were referred by a current or previous customer.  This customer is associated with the vintage/ classic car rally circuit and was looking to modify his original Sunbeam Tiger hood to integrate a hood scoop that looked as though it was pressed at the factory.  He supplied the drawing and a couple of photographic influences and the rest was up to us.

The Sunbeam Tiger is probably most famous for its staring roll in the TV series ‘Get Smart’, created by Mel Brooks and Buck Henry. The main character, Maxwell Smart, drove the vehicle to Control each week where he was given his assignment. Agent 86, er Maxwell Smart, received attention where ever he went, thanks in part to the stylish vehicle that accompanied him.

The Sunbeam Tiger continued the long tradition of putting a large American engine in a small European car. Others, such as the Nash-Healey,  Facel Vega, and perhaps most successfully the Shelby Cobra, had done this before.

Follow the pictures with the captions as they tell the story of this custom build best.

Sunbeam Tiger hood before scoop and jig building

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Here’s the design/influence supplied by the customer.

 

First port of call is designing and mocking up of the jig.
First port of call is designing and mocking up of the jig.

 

sheet metal fabrication, custom metal worker, metal work denver, antique cars, automotive repair, automotive restoration, car body repair, classic cars, metal working, custom car, restoration, vintage cars, sunbeam tiger
Progressing on building the jig.

 

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This jig is complete and ready for some ‘jig chasing.’

 Beginning of hood scoop build

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Outer jig is clamped to sandwich the hood material. Then the hood material is ‘blocked’ out with a domed wooden mallet to the shape of the base of the jig.

 

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Progressing onto using nylon ‘chasers’ of varies diameters to continuously drag down and stretch the original hood material.

 

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‘Jig chasing’ is now complete.  Peak depth is 1.75 inches.

 

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Showing the face side that requires metal finishing and the hood scoop peak to be made as the original hood material has reached its elastic limit before tearing.

 

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Making of the peak with guidance of the customer’s drawing and my artistic interpretation.

 

sheet metal fabrication, custom metal worker, metal work denver, antique cars, automotive repair, automotive restoration, car body repair, classic cars, metal working, custom car, restoration, vintage cars, sunbeam tiger
Overview of the fabrication.

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Showing the face after jig chasing.

 

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During the metal finishing process.

 

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Metal finishing continued.

 Custom hood scoop completed

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From metal finishing to the final stages of using highlighting fluid to check how the finished product looks.

 

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Looking pretty sleek.

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A new 1.75″ opening should help out the cooling issues of the Sunbeam Tiger engine.

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Completed Sunbeam Tiger custom hood scoop!