| Revised:
01/23/2007 |
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THE FD REGISTER AT THE
CLASSIC MOTOR SHOW 2006 |
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AT LAST THE RETURN OF THE
WHITE VICTOR ESTATE
VYR 179G
Jason Callear Nov 06
So,
it's been 30 years since I last sat in the back of a white Victor
estate, and in some ways, this is where my Vauxhall obsession began. I
have been after this car for a while, and luckily, Andy Stowe was
very patient waiting months for me to pick it up. It's funny though,
it seems like a lifetime looking for a car identical to my dad's
from all those years ago, and then OK I have one now and it seems
kind of final.
Picked the '69 FD Victor estate up Saturday 4th November, looking
a little jaded to say the least.
 | Stromberg carb with manifold or a reasonable Zenith, this one
floods on over run and tick over.
| Tailgate complete with trim, it has been rear ended
| Door cards, they are really split, warped basically, either
black or two tone, or I could change it all to another colour,
anything goes.
| Early dash top, with those colours in mind.
| Roof lining, it's OK but covered in mould.
| A black carpet in one peice, not bothered about holes, this
only has the tunnel section left. I could look into letting
Coverdale carpets copying one as they haven't already. For me
the interior is more important that the exterior.
| Early ignition switch with key, this has a button.
| A straight bonnet would be nice but not essential.
| A pair of stainless lower side trims off a 490 etc would help
break it up a bit. |
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That said it's pretty solid, limited use of filler and has had a
fair bit done to the engine and suspension in about 1998, so it's
time for a freshen up, I reckon a quick flash over for now and
some better interior parts should see it looking alot smarter. The
rostyles are MG midget which have a shallower offset and it
handles rubbish, gonna put a correct set of rostyles on it for
now, I have some renovated ones in stock.
I have another rear bumper but it's missing one of the side
mounts, if you have a reasonable one with all the mounts I'll take
it off your hands.
It highlight just how good the saloon is now.
More soon..................
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UPDATE JAN 07
With so much to do to my new house it seemed too daunting to do
anything with the estate, so sadly had to pass her on and maybe look
again in the future for a better example.
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MER
687H
Viva
HB SL 1969
By
Jason Callear
UPDATE OCTOBER 06
(ORIGINAL ARTICLE BELOW)
| She's looking a little sorry at the moment with
the panels removed though you can see just how solid she is.
The inner wings gave only been repaired where necessary and
the New Old Stock rear quarters are being cleaned up ready to
fit. I probably could have repaired the originals but could
not bear to cut a quarter up, I think this is the right choice
and in the end will be a much better job. Elsewhere little has
had to be done, just a couple of small repairs to the inner
sills and some attention to the inner arches, but as you can
see, very little. A pair of sills and a pair of new front
wings are ready to fit and I found a New Old Stock passenger
door on ebay. Only a small amount of rot at the bottom of the
original if anyone wants it, very solid and easy to repair.
The drivers door is sound, as is the floor. Early next year
should she her all paneled up and in primer. Any bits you have
that you think may be of use, please contact me.
jasonvx490@aol.com |
BILLING 2006
I must admit Billing was a little disappointing for
me, the weather was unusually bad for the time and the turn out was
thin. The jumble was more geared to the spot light and stereo
brigade and more and more of the later cars seem to be out weighing
the older ones, after all even the early Nova's and Astra's are well
over 20 years old.
Our tent decided to leak for the first time and then
snapped in 3 places on disassembly due to freak high winds, that
coupled with 2 screaming children added up to a living nightmare. On
the way home the Victor started to rattle, don't know what it is
exactly but looks like the engine will have to come out this winter.
I didn't really bother with photo's due to the
weather, plus most of the cars are already pictured on the
site.
Hope for better next year.
Caravanning into the past pulled in style by
Martin Clewlow's 1965 PB Cresta, see "Cars For Sale"
It's like a Tardis inside you know.
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BILLING 2005
EXCELLENT WEATHER AND PLENTY OF TIME
TO LOOK AROUND. WE DECIDED AGAINST THE STALL THIS YEAR. DO CONTACT US
IF YOU ARE LOOKING FOR PARTS.
I DECIDED TO LOOK AT MODIFIED CLASSIC VAUXHALLS THIS YEAR TO GET
A FEW IDEAS FOR MY PROJECTS, THERE IS A SECTION BELOW ON ENGINE
TRANSPLANT, SO HERE'S A FEW CHOICE SHOTS FROM THE WEEKEND
 
 
 
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The
various incarnations of the Slant Four engine
Oct
05
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The
Slant Four originated in 1966, it was the first production
overhead camshaft design to use a rubber toothed belt to
drive the camshaft from the crankshaft, a method used on
almost all modern engines.
The
engine features four inline cylinders inclined at an angle
of approximately 45 degrees (hence the name), and this is
because the engine was developed by taking a V8 design from
General Motors in the US and cutting it in half. There is a
single overhead camshaft operating two valves per cylinder.
The block and crossflow head are both of cast iron. The
engine makes good use of the cylinder inclination to lower
the overall height of the engine, which allowed for more
aerodynamic designs of cars to be achieved by lowering the
bonnet line. It also means most of the engine is very easy
to access for maintenance, with the exception of the exhaust
manifold and alternator, which is "underneath" the
slanted cylinders.
The
first car to use the engine was the 1967 Victor, at a
capacity of 1600 cc. Later variants were produced with
capacities of 1800, 2000 and 2300 cc, and Blydenstein racing
developed a long stroke version with a capacity of 2600 cc,
in which form is could produce almost 250 bhp (186 kW). The
block is immensely strong and could handle huge increases of
power without modification. The larger capacities are
renowned for their immense torque (having such large
pistons) but a downside of this is that they are not very
smooth running or high-revving.
The
design became the basis for the Lotus 2.0 and 2.2 engines
used in a wide variety of sports cars, but while the basic
block was copied almost unchanged, it was cast in aluminium
alloy instead of iron, which made it considerably lighter.
The Lotus engine also used a different cylinder head of
light alloy, featuring double overhead camshafts and four
valves per cylinder. Vauxhall also developed a 16-valve head
for the engine in the late 1970s, which was used on the
Chevette HS, but this design suffered a number of problems
in use, and the Lotus head was much better - so much so that
for the rally cars, Vauxhall substituted the Lotus head,
breaking the rules and getting themselves disqualified for
one of the rallying seasons.
The
engine was widely used in many models of car, and was also
developed into a marine engine for boats and was popular
with amateurs due to its great strength, tunability and
simplicity. The engine was still being manufactured well
into the 1980s for the Bedford CF Van.
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TRANSPLANT (post ’60)
J
Callear Oct 05
VIVA
There are obviously plenty of engines you can throw in with the correct
knowledge, skill and money, but in this article I just want to point
out some of the less expensive and less technical solutions.
It all depends on your preference 4, 6 or 8 cylinders and whether you
have any hang ups with fitting other marques power plants.
Personally if it’s V8 you are looking for then it depends on the output
power of the unit, transmission and final drive strength. You are
getting into the realms of Jag back axles, suspension mountings etc
etc.
I don’t know enough about pre 1960 models, so I’m hoping someone will
write in on the back of this article with some suggestions, tip or
real experiences.
For OHV Viva’s there is still space to play with, HA’s can take upto
a V6 FORD Essex for example, HB’s & HC’s will take a ROVER
V8. Four cylinder wise you can simply cheer up a weezing HA 1057cc
by bolting in a Chevette or late HC unit with the last of the
modifications at 1256cc. The gearbox from a Chevette will also go
straight in an HA, being shorter than the HB, HC. The HB can also be
upgraded from 1159cc to 1256cc, basically the engines look and mount
in exactly the same way, the capacity increased as the cars got
bigger. Early HC saloons and Firenza’s were fitted with the 1159cc
for the first year of production, again simply throw in a 1256cc.
VIVA FIRENZA MAGNUM VICTOR VX 4/90 VENTORA & CRESTA.
Higher spec HB’s HC’s, FD’s and FE’s have the OHC slant four
engine in 1598, 1975, 1797 and 2279cc variants, the smaller engines
from 67 – 72, the latter 72 – 79. The axles and transmissions
are different, but interchangeable. The rare HB GT running gear
would be hard to find, however the HC bits bolt on, albeit a
slightly wider track. The obvious is to use this running gear with
the 2279 engine, although all these solutions are becoming
increasingly scarce, as are the spares.
As previously mentioned the 2 and 2.2 litre TWIN CAM LOTUS slant four
engines were an alloy copy of the Vauxhall unit. They are lighter
and are around 130 – 160 BHP in standard tune. These will bolt
straight in on the Vauxhall slant 4 running gear.
For VENTORA AND CRESTA 6 cylinder transplants, models originally
fitted with straight six units will have enough space for a similar
unit, V6, V8 etc, with plenty of extra room for up-rated cooling
systems. The rear axles are also good upto about 350 bhp I believe.
PA FITTED WITH SMALL BLOCK CHEVVY
“RED TOP”
I purchased a 2 litre XE twin cam Vauxhall engines which was fitted to
the late 80’s early 90’s performance Vauxhalls from Ebay last
year. It came with the loom, ECU and air flow metre for around £200.
This has become a popular transplant in Escorts, Westfield 7’s and
the Opel Manta. The late 1.8 Manta’s used the front wheel drive
unit bolted in transversely with Getrag 5 speed, remote distributor
and a modified sump. These 8 valve engines had the same short block
and for the Manta boys the engine is a relatively easy swap. For the
rest of us you need to find a scrap 1.8 late Manta and rob the
necessary bits. This I have managed again on Ebay and have found all
the bits I need for another £175. So for a grand total of £375 I
have a 145 bhp transplant to bolt into my HB. I will be using a pair
of Firenza axles which were removed from a scrapper some years ago.
They came with stiffened/lowered suspension, polyurethane bushes and
bigger brakes.
An example of this conversion was at Billing ’05 and although the owner
had removed a portion of the bulkhead for a better position, he
assured me this was not necessary. With some modified mountings and
readily available wiring diagrams courtesy of the net this HB was a
fire breathing monster, and an excellent street sleeper.
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1971
Vauxhall VX 4/90 WKG 452K
The
Brown Bath Tub
THE
STORY SO FAR BY JASON CALLEAR
March
2004
I
purchased the FD ‘490 from Cardiff in January 99 from a rather
amusing chap whom had owned the car from 8 months old. He lead us
out of the City during a World Cup Game between France and Wales
(Unbeknown to me not being sporty) and raced ahead stopping in the
middle of the road to take his last photos of the car as we swerved
to miss him in our hired F**D TRANS**T.
The
car has stood now for 18 years and is looking a little sorry, though
its just worth saving. Its sometimes sole destroying when I
look at the work to be done.
I
have found some nasty areas under the rear seat swab and in the
driver’s side floor wells. In addition the usual areas around the rear
arches and inner boot floor have perished. The rest of the floor is
solid otherwise I would not have bothered with it. Chris Parsons has
been of great help as has Pete Austin from the VX 4/90 DC supplying
good used and new panels between them for the restoration.
(REMEMBER
USE YOUR CLUB FOR YOUR VITAL SPARES)
The
car is quite rare in that it is finished in Sienna Starmist and I have only seen one other VX 4/90 in this
colour,
it does look OK when its tidy but boy does it look naff when it
isn’t. I am considering a colour change but as yet have no real
idea what or whether I should.
So
far to date I have managed to acquire 2 new wings, 2 new inner
wings, 2 new sills, a new front panel, a new rear door (although
estate, needs mod’s), and good second hand boot, bonnet and
drivers floor pan. So what’s next?
I
intend to gut the car this year and chop off all the rusty bits,
then I have part manufactured a body roller (No its not a get out
for dieters). This will fit to the existing bumper mounts to allow
180-degree rotation of the car to make work on the underside easy
and to make a better job of it, if I get around to finishing the
design. I will repair and re-seal the floor, blast and paint the
axles and transmission, then flip it back over for the new panels to
be fitted. This should just about take me up to retirement or death
and I wish to have on my head stone, “He wouldn’t bloody give
up”. I have welded the drivers foot well sides which connect to
the inner wing. Prepared the drivers floor for new steel and loose
fitted the new front panels into place ready for tacking, all panels have
been blasted and etch primed, well worth the effort.
UPDATE
20/04/04
I
purchased a 2.0 16v Calibra engine from ebay last year because it
was cheap. The block on these engines is the same as the 1.8, 2,0 8v
variants. These are fitted "IN LINE" to Mk2 and 3 Carltons.
(SEE ARTICLE ON ENGINE TRANSPLANTS BELOW)
I
intend to attempt an engine swap in either the FD or the HB using a
Manta big wing sump and getrag 5 speed box Box. I
have the brain, electronics and all ancil's ready to go. The fuel
supply will have to be sorted out from the tank, and a suitable
radiator sourced.
BEFORE, looks great, but a basket case.
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DURING (Never drink and grind) look at those inner wings, argh!!
UPDATE
BY JASON CALLEAR
March
2005
New
progress has been made on the bodywork, as I am already working on
the Firenza and the Victor I have farmed the welding out on the VX.
The floor is taking shape, drivers sill in place, new O/S rear
quarter tacked into position and the replacement rear valance is on.
The floor is looking good, inside and underneath, these guys have
the luxury on a 4 post ramp which make the job a hell of a lot
easier. The inner rear arches will require very little to make good
now and they are about to tackle the nearside rear quarter next to
complete the rear end. The panel fit up is probably better than
original now but movement in the O/S "B" post was noted
and some adjustment / strengthening is required here.
Its
such a pleasure to finally see the old girl taking shape after 6
years of ownership. My time is far more limited as I get older I
have to admit defeat from such big projects, fine if I only had the
one, but I just couldn't decide which cars to let go if I tried at
the moment.
| The last five shots were taken between 5th
& 30th May 2005, this
completed the panel work and welding, paint and re-assembly to
follow. |
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| TYRE SIZES:
Ever thought about fitting a different set of wheels, tyres or
alloys? Here's a useful link to maintain the manufacturers rolling
radius. This makes sure you gearing, speedometer and odometer
remains accurate.
www.tyresave.co.uk |
My Latest
acquisition, 1968 FD Victor 2000 Garage Find.
CXF
161G
J Callear,
February 2005
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I
was all for buying me a big V8 Yank Tank. So I started to search
ebay and stumbled across this baby. This is a 1968 built FD Victor
2000. Registered 1st Jan ’69 in Peacock Blue. The car
had two owners in its 3 years of use and was eventually parked up in
garage by its Vauxhall enthusiast owner. He bought an UNREGISTERED Bedford CF
camper in 1972 to go on holiday. Whilst using another Bedford van as
every day
transport, the CF camper sat in front of the
garage blocking the doorway. The camper was never registered and the Victor, which only ever had ONE
M.O.T, has never seen the light of day until now.
The
rescuer of the CF was given to Victor to dispose of too, lucky
swine! and promptly placed the old girl on ebay.
The
un-sun damaged interior is immaculate, the front original cross ply tyres
still have plenty of tread, the spare never fitted and the underside
of the car still has blue paint on it.
The
original exhaust system still hangs there and inside the boot is
like brand new; indeed most of the body panels clearly ring the
sound of substantial metal.
However,
its not all so good, large blisters of rust have taken hold over the
entire body, some quite deeply, the bottom of the boot lid is beyond
repair and a replacement one will be required, the chrome has gone
as have the door handles, what a good regular coat of polish could
have done here. The engine has not been run in 33 years and the
plugs are missing, so there is a chance the bores are rusty, in its
short time on the road a substantial amount of muck has coated the
inner wheel arches and the front engine bay splash guard.
To
panel fit up is pretty bad, as most of them were, with gaps between
the inner wings and chassis, and under flush rear door lines.
That
said it’s a living time machine, with a near perfect starting
point for a reasonably straightforward restoration.
This
car deserves a real professional paint job and I will be looking for
quotes right away, if you know someone who fits the bill, please
contact me.
I
am looking forward to getting her running and hopefully drive either
this, or the Firenza to Billing this year.
This
is the closest I am going to get to driving a NEW Victor!!
More
updates soon
Update
28th Feb 05
Started
to strip the car for paint
Ever wondered what it would be like to
remove self tapper's, wing mirrors and badges from a 36 year old
car without any effort?
I felt like a time traveler today, knowingly
checking and preventing potentially life threatening issues on a
car that should be long gone!
Its bloody amazing underneath, but the tell
tale signs are there, the things that could have killed it, such
as damage to under seal from careless jacking etc.
The mud flaps (trap) were factory fitted,
the screws all came out will ease bar one which I ground off, thus
removing trapped muck between the wing and the flap.
The mirrors came off nicely and I
successfully removed half a ton of crap from up behind the wing
tops, this would have also rotted out unattended. The backs of the
splash guards are black!! and behind them is still blue. The wing
badge bolts came out nice and the little black retainers. Removing
the hub caps revealed shiny new silver wheels and zinc plated
nuts, +300 dead spiders.
Lifted the drivers side carpet to reveal a
perfect blue gloss floor, all but one tiny scab, hope its all like
that!
Can't wait to drive it
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UPDATE OCT 05
Nearing Completion now, the body is ready and I am
busy rebuilding the engine and brakes.
UPDATE JAN 2006, THE ENGINE REBUILT,
FINISHING TOUCHES READY TO INSTALL
UPDATE MAY 06 COMPLETE, MOT'D AND OMN THE ROAD!
The delivery
vehicle is worthy of mention too, a late CF2 crew cab recovery
vehicle, believed to be one of only 2 in existence
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