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Yeah.. it amazes me how some people fail to realize what it costs to do one of these cars properly... I have seen some terrifyingly poor repairs to the structures of them as well.
Bill
Pissed because its' raining and I cant drive the speedster
1. Austin Healey Sprite Mark III: $1,888
2. MG Midget Mark II: $2,055
3. Triumph Spitfire Mark II: $2,155
4. VW Karmann-Ghia: $2,250
5. Fiat 1500 Spider: $2,585
6. Alfa Romeo Giulia Spider: $3,318
7. Datsun 1600 Fair Lady: $2,546
8. MGB Mark I: $2,607
9. Triumph TR4A: $2,840
While all of the above are nice cars to play around with today, I personally wouldn't want one to drive on a daily basis, with the exception of perhaps the MGB. They would need lots of TLC and maintenance, even the Datsun. Anybody here agree as well?
A side note: The average '66 VW Microbus stickered for $2,300 when new. I don't see why people paid good money for those wimpy vehicles.
The other cars, well, it can get a bit dicey.
A GiuliaSpider would be a lot more fun than a '93 Spider, and maybe even faster on the low end of things. You can crank a Giulia over 7000 rpm but you'll never do that in a '93
sports cars particularly of the 60s and 70s and why they are so endearing and infuriating.
2001 BMW 330ci/E46, 2008 BMW 335i conv/E93
2001 BMW 330ci/E46, 2008 BMW 335i conv/E93
http://www.btinternet.com/~branda/Spider/Pages/history.htm
yeah baby!
2001 BMW 330ci/E46, 2008 BMW 335i conv/E93
Enjoy the weekend!
Come to think of it, there weren't a whole lot of good cars available in 1980, so...?
A Chevy Citation? Mercury Grand Marquis? VW Dasher? Toyota Corona? The original Honda Accord? Ick!
1980: poorly built American cars, Japanese cars with no creature comforts or room, overpriced, underpowered, unreliable European cars. Woo-hoo.
BTW, my original '79 Accord was a pretty good car for it's time. The 80's were essentially the same. the weren't great by modern standards: rust-prone, poor seats, lousy brakes and all but great compared to the other junk that was around.
It was the "Mercedes" of Japanese econoboxes (smaller than a present day Civic).
2001 BMW 330ci/E46, 2008 BMW 335i conv/E93
For about the same money as a typical Brit sports car you got features that none of them came with:
4 wheel disc brakes
5-speed gearbox standard*
Air horn
Easy up/down top with good side
visibility.
A trunk that could hold more
than a six pack.
Seatbacks with rake adjustment.
*Brits could be had w optional electric overdrive
giving 6 speeds.
To be fair the 1300cc Fiat (later enlarged) gave some torque away to the beefier British fours and sixes.
2001 BMW 330ci/E46, 2008 BMW 335i conv/E93
Speaking of Accords I bought a 1980 4 door Accord brand new, no a/c, no radio, just floor mats and a 5 speed. I had Frigid-Air in Chattanooga (the big truck refrig company) install an after-market a/c and I put in my own stereo. Drove it 84,000 miles in 2 1/2 years sold it to a guy who rolled the mileage back about 20-25k and sold it to his son in-law! I met the son-in-law about 2 years after he had bought the car. His comment was, great little car, had to replace the CV joints at about 90K--so it was well over 100k and still going strong. All I did the time I had it was rotate tires and change oil! Great car! After I sold it I bought an 83 that the dealer had used as a "demo" car and it had every option and add-on you could hang on the little car--5 speed, a/c, stereo, cruise, trim, trim, trim. Again, I ran the wheels off it for 2 years and when the a/c compressor died an un-naturally young death, I traded it for the hottest thing on the market at the moment--a Dodge mini-van and got within $750 of what I gave for it! I'll never complain about Hondas!
Fiat's main problem (and Alfa's for that matter) was not very good parts and service networks. The British cars had more dealers and cheaper parts for one thing, and certainly more qualified mechanics.
Nowadays, the British aftermarket parts network is still excellent, Alfa is very very good and Fiat is a long third. This of course affects present day restoration and ownership.
.
Saab needed to learn how to make a head gasket for one thing.
Later,
Hal
2001 BMW 330ci/E46, 2008 BMW 335i conv/E93
Any comments out there about the Renault Caravelle? Shifty? [I don't think they came with that weird Ferlac clutch, did they?]
2001 BMW 330ci/E46, 2008 BMW 335i conv/E93
Checking into a nice-looking, original '74 TR6 for sale with 120k miles; it's always been a California vehicle after import.
Lord - those front bumpers are UGG-LEEE!
Anybody out there had one and cares to comment? Asking is $7500 but they'll go lower. Lady has a new Tbird on order.
Thanks.
Jeff
It's best to stay with pre-74s because of the smog controls. Those are reasonably nice. They aren't hell-for-leather race track sports cars but they're good long-legged cruisers with a nice exhaust note.
The driving position takes getting used to, the wheel is really close.
So does the yoyo effect of the irs which squats and jacks up quite a bit under acceleration/braking. Irs makes for a nice ride in what is essentially a 60s design.
2001 BMW 330ci/E46, 2008 BMW 335i conv/E93
As for TR6 issues, Andy has already mentioned a few. Another one is that there is a mounting bracket for the differential assembly that seems to want to break off on those, again probably frmt he torque. So if you hear clunks on taking off, plan to get out the welding torch.
I agree with Andy, the small bumper TR6 (1969074) is a better car and will be more collectible in the future. It is also worth about $2,000 more than the 1975-76 models, so if you saw a very charp TR6 small bumper for $7,500, that would be a decent buy. A TR250 will cost you even more, maybe $4,000 over a large bumper TR6.
2001 BMW 330ci/E46, 2008 BMW 335i conv/E93
On the other hand, I've read a lot of horror stories about the 4-speed manuals in the Triumph TR7. It seems as if those were also found in the Austin Marina, and were very troublesome units manufactured by British Leyland. I've heard that they self-destructed very quickly if you didn't know what you were doing.
There are adapter kits to use a Datsun 280Z five speed and also a kit from the UK that uses a 5 speed trans from a Ford Sierra. This gives the MGB an overdrive gearing which it sorely needs, since the MGB engine is torquey and can easily pull a 5th gear if it had one.
MG also offered an overdrive transmission which is also very good but had a number of Lucas electrical attachments which can be bothersome.
What I'd like to do right now is to get a genuine overdrive 5 speed for my son's 1973 JH....that car needs a 5 speed in the worst way! Geez, it's a nervous little critter up there around 75-80 mph! Yes, the latter ones had 5 speeds, but not an od 5th! Same gearing as 4th on the earlier cars! What idiot....oh, sorry, I forgot, I was talking about British cars there! I heard some guy in Chattanooga, TN (or close thereabouts) was selling a Toyota 5 speed and bellhousing adapter for the JH. With my son at the academy for another 2 years, I don't know if it would be worth the investment or not. It will be an "occasional use" car from now on, as he'll be buying something newer next spring......
Ahhhh, fall temps, lower humidity, fewer mosquitos, I can't wait!
Hal
Enjoy!
Hal
But to the untrained eye they look very very good and they are fun to drive. They are very well engineered reproductions and have some respect, even among Jaguar purists. Of course, they are still "fakes" and as such will never approach the value or desireability of the "real thing".
The Eventer is, if you don't mind me saying so, a homely modification of an already homely car to begin with, but beauty is in the eyes of the beholder, so we don't have to argue about it. Sometimes, though, ideas like this should just stay as sketches on a drawing pad. I suppose the rationale was to take what is basically not a valuable car, a V12 XJS, and make something more useful out of it. Me myself would have used a 4-door 6 cylinder XJ, since it is a) better looking, b) has 4 doors, c) is easier to maintain, and d) has some head room.
Here's a link to a photo:
http://www.stationwagon.com/gallery/19xx_Jaguar_XJS_Eventer.html
It's a rare person, for instance, that thinks a Series I Jaguar E Type is ugly, but you'll get plenty of people who think a Series II 2+2 or a Series III convertible are struggling to look good.
Don't know real mileage for the 12 years I owned the 'B but must have been between 125k and 150k+ and believe it or not, very reliable. Never left me on the road even once. Did leave me in my garage a few times but the dealer was close. Had one quirk with a wire you could reach from under the driver side door, the car would quit and you pulled off, got the tarp down beside the door, crawled out to reach under, squeezed the connector and slipped it back on and drove away. Never did figure a permanent fix.
Wasn't the engine something like a 1940's tractor block design, at least that is what I remember from discussions at the time?
But, as much fun as it was in my 20's and 30's, not sure I would appreciate it today and having acquired the mother-in-laws '71 280SL I don't think I would go looking for one. Sold it with body damage, parking lot fender crunched for $1800 and pocketed a $1000 insurance check for the fender in '84, only car, up till then, that ever cleared what it originally cost at the end of it's life. Great car.
Reliability would be about even. While the Benz would do much better overall, and certainly better in pieces not falling off it, it is still a fussy car regarding ignition and plug fouling. And it has some annoying features--a harsh shifting automatic, poor ventilation and a thirst for fuel. It also can't have overdrive, which a B can. Both the SL and the B suffer from too high RPM at highway speeds.
And one of these days, believe it or not, a completely restored MGB won't be worth that much less than a clean 280SL. Right now the spread is maybe 25K for a great 280SL and 15k for a really well done MGB.
Also, the MGB is so much cheaper to restore, and parts are readily available at very decent prices. So this means that decrepit SLs will be parted or nursed along out but decrepit Bs might get saved. You can probably restore a B for $20K but I doubt you could an SL.
Both cars are quite plentiful in the marketplace, so rarity is not a factor in either.
I like both cars, but would much prefer a 280SL with a 5 speed manual transmission from Europe.
The 1800 was a kind of Swedish Karmann-Ghia, not a real sports car (which the MG-B certainly was.)
It's not surprising to me that a high proportion of the "25 greatest cars" were 60s sports cars. That's why I started this topic.
2001 BMW 330ci/E46, 2008 BMW 335i conv/E93
To drive one is to know one, and to know one is to wonder what the Swedes were thinking.
It's not a "bad" car at all, but I wonder if Volvo had actually ever seen a sports car before, or just tried to copy one from a photo washed up on shore.
Don't tell Irv I said that.
Even Benz used sedan underpinnings for its 190SL, which is another heavy car of modest performance and styling that takes time to get used to.
Generally speaking, if a car knocked people out when it was new, and had lots and lots of "buzz" from media and new owners, and great eyeball for the general public, these are the cars that become the collectibles of tomorrow.
If, on the other hand, the car was introduced mostly unnoticed, or with a few polite comments, chances are it will never be a *first-tier* collectible -- but it might have some appeal to a limited audience of collectors.
I think the P1800 fits into the later category. If they are well restored you can get some decent money (maybe $7,500-9,000?) but of course that is far less than the cost of restoration. You can see the probably fate of most P1800s from doing the math of restoration vs. payback.