mod@tech

After swapping a Chevelle’s factory front discs with aftermarket spindles and 12-inch rotors derived from an early ’90s Camaro with the 1LE option, we benefitted from improved handling and shortened stopping distances. But we felt we were still leaving something on the table, and not taking full advantage of the increased rotor diameter.

The aftermarket spindles retained the Chevelle’s original cast-iron D52 brake calipers, which are adequate in most situations and have been deployed in countless GM applications since 1969. To their credit, they are rock-solid reliable, and in the unlikely event of failure, are an inexpensive, easy-to-replace, parts-store item. But optimum performance has never been the goal of any OEM design, especially when the bean counters get involved. Our goal now was to further improve the Chevelle’s brake performance.

A bit of online research turned up Wilwood’s two-piston, billet aluminum, bolt-on D52 replacements. There are several benefits to consider with the Wilwoods, not the least of which is more evenly distributed brake pad clamping for improved stopping power. They are compatible with original rotors and brake pads, offer a more rigid design to reduce caliper flex, are significantly lighter (reducing unsprung weight), and will clear most 15-inch wheels — and even 14-inchers in some cases. Generally, if the wheels fit the OE D52 caliper, they will clear the Wilwoods, too.

We placed our order with Summit Racing, which offered budget-friendly pricing and free, immediate shipping that had the parts on the doorstep in two days. We also ordered the appropriate braided stainless flex line kit that allowed us to mate the calipers to the factory hard lines to complete the installation.

The project only took two hours from start to finish, and after following the appropriate pad-bedding procedure, we did some parking lot testing. Granted, our stops were conducted from only 30 mph, but the improvement was significant, nevertheless. We repeatedly measured an approximate 10-12 feet shorter distance after six attempts, plus noted a firmer pedal and improved modulation before lockup.

So far, there’s been only one problem with the brake swap: The improvements have us considering converting the rear drums to discs now as well. But that’s another story for another time.

Upgrade for GM Calipers

Upgrade for GM Calipers

Upgrade for GM Calipers

Upgrade for GM Calipers

Upgrade for GM Calipers

Upgrade for GM Calipers

Upgrade for GM Calipers

Upgrade for GM Calipers

SOURCES

Summit Racing • 800-230-3030 • summitracing.com

Wilwood Engineering • 805-388-1188 • wilwood.com

I’m not saying every listing for a car needs to show it catching air under full throttle, but if you’ve got it, flaunt it, and this 1969 Brabham BT30 Formula 2 car listed for sale on Hemmings.com sure seems to have it. In this case, “it” includes a near-comprehensive history of the car and every race it competed in when new and in its more recent vintage racing career, extensive servicing and certifications to keep it reliably on the track, and a full complement of spares – including another BT30 chassis – to encourage the new owner to go ahead and top that next rise at full throttle without hesitation. From the seller’s description:

This example is chassis #3 of 26 BT30s constructed for the 1969 and 1970 racing seasons. Delivered new to Peter Westbury, the racing history for 1969 includes numerous entries including Westbury driving this very car in the 1969 German Grand Prix – Deutschland Trophae. BT30/3 is documented with a copy of the 1969 F2 register listing Peter Westbury in the drivers table of contents and further listing each of the many races from the 1969 season, beginning with the inaugural race April 7, 1969, at Thruxton. Subsequent races continue in the listing through the full 1969 European F2 season.

In these listings. Westbury shares the starting grid at Monza, Hockenheim, and Zolder going shoulder to shoulder in this car against legendary drivers Jackie Stewart, Graham Hill, Derek Bell, and Jochen Rindt to name just a few. Westbury would achieve a First-Place finish at Neubiberg driving this car in October 1969 in addition to his Grand Prix start in this car at the 1969 German Grand Prix. As a highly regarded driver, during his career Westbury held two British Hillclimb Championship titles, became a highly successful Formula 3 racer, and gave future sports car great Derek Bell his break in international motorsports.

After Westbury’s ownership, BT30/3 was sold to John Wingfield who used the car in Formula Libre and selected F2 events for 1970 and 1971. The next owner was Jim Charnock (Liverpool, UK) who raced it extensively in Formula Libre, completing the end of the 1975 season. Races and ownership history from 1975-1984 have yet to be uncovered, but in 1984 the car was advertised for sale by Brian Classic. In 1985 the car was sold to Chris Mann (UK) and then sold through Frank Snyder to Ray Delaney (Melbourne, Australia) in 1987. Delaney would go on to race the car for the next six years in east coast Australian historic events including races at Calder Raceway (Victoria), Sandown Park (Victoria), Oran Park (New South Wales), Amaroo Park (New South Wales), Winton Raceway (Victoria), and participate in support races at the Australian Grand Prix in Adelaide, South Australia in 1988 and 1989. Dick James purchased the car in 1993, followed by Mike Carmody in 2003 who then sold it to the current owner, a highly regarded North American-based vintage race car enthusiast and collector, in 2005. The current owner restored the car to a very high standard from 2005-2006, returning it to the original Westbury livery as shown today.

Supported by logbooks dating back to 1987 and service invoices including copious restoration invoices dating back to 2005, the past 17 years of ownership have been devoted to preparing the car for historic events and maintaining the highest level of both mechanical and cosmetic preparation possible for a car of both historic and performance merit. Over a hundred individual detailed invoices outlining itemized expenses and mechanical services performed by race car experts at J&L Fabrication, Puyallup, WA who are highly regarded in the industry for building fast cars, bolstered by a top-tier team of professionals specifically skilled at prepping race cars. The invoices convey the level of detail the owner and the professional race-prep team at J&L Fabrication have lavished on this historically important BT30. The owner estimates that the engine and gearbox currently installed in the car have approximately four hours of run time.

Recently invoiced J&L Fabrication mechanical preparation from 2021 and 2020 include servicing the manual fire bottle, new battery, repair and re-install the exhaust header, and check/top fluid levels. Further recent work on the car includes services in 2018 when a fresh set of front and rear Avon tires were installed, Indy gears installed, and a lifeline zero 1.5kg fire system was installed. Also at this time, a complete nut and bolt for suspension and brakes was performed, transmission, and motor mounts were installed, brake and clutch lines flushed, fuel drained and filled, and complete race prep performed. In late 2016 and 2017 the engine and gearbox were removed, the engine refurbished with new gaskets, cleaning, repairing threads, servicing the cooling system, and dyno testing the chassis. Additional work included mirror polishing the header and tail pipes, fitting new seat belts, installing and aligning the clutch, and installing hydraulic lines. In 2011 the suspension and brakes were rebuilt including steering, calipers, control arms, new brake and suspension hardware installed, and a new oil tank was fabricated. Records from the restoration performed in 2005 alone total $169,000.00 including the freshly prepared Harris FVA engine installed that year. The chassis for this BT30 is certified with an Original FIA Genuine (USA6091) historic sticker adhered to the chassis tube. A copy of the FIA Historic Technical Pass issued July 18, 2006, is also included with the car, bearing the number USA5041, which matches the historic sticker adhered to the chassis tube of the accompanying spare chassis.

Today this BT30 presents with excellent cosmetics and proper mechanical preparation consistent with regular care devoted to the car over the current 17 years of ownership. The quality of the paint is excellent with smooth coverage on the various removable body sections and excellent graphics accurately representing the original livery from the first competitive racing season in 1969. The dramatic low stance, staggered width Avon tires and magnesium wheels, the beautifully polished exposed suspension and mechanical features contribute to the dynamic visual presentation and reveal the light construction inherent in the purposeful engineering.

The cockpit is efficient and very well laid out with excellent instrumentation, nicely polished features, and a decorated roll bar featuring recent vintage race event participation stickers affixed to the bar. A Willans racing harness, polished gear shift handle, and BT30/3 chassis plate mounted to the dash cowl are a few of the notable features in the cockpit. Visual inspection of the various suspension components, Girling hydraulic brakes and Hewland gearbox show that ample attention has been afforded to this car to maintain excellent cosmetic appearance, including beautifully polished hardware and suspension components, polished half-shafts, handmade headers, top-of-the-line hardware, fasteners, and hydraulic lines. Removing the rear engine body work reveals a purposefully detailed Ford Cosworth FVA dry sump engine outfitted with Lucas mechanical fuel-injection and Hewland FT200-283 cam-and-pawl transaxle all of which have been prepared with distinct artistry and mechanical sincerity befitting the original construction. According to the owner, the engine and gearbox currently in the car have approximately four hours of run time. One of three engines specifically built for this car, this FVA Jason Harris engine was purchased from Vegher and rebuilt by VDS. The engine was fitted with a new Richardson head and parts and dyno tested returning 228hp@9700/129trq@8000. As noted below, two other engines are included with the car, all of which are supported by detailed documentation for the build, dyno sheets, and specifications for each of the three engines.

The car is accompanied by copious documentation covering the 2005-2006 restoration, regular service invoices for track preparation, logbooks, FIA paperwork, and a copy of the 1969 F2 register with Peter Westbury named in the drivers table of contents and listing the documented races from the 1969 season. The following mechanical spares are included with the car. -A spare set of four Brabham stamped magnesium wheels and tires -Two spare engines of similar configuration #231006 and #FVA02017 -BT30 frame with the matching FIA passport #USA5041 affixed to the frame -A fiberglass tooling mold for the nose cone and nose cone part -The spare aero wing and support struts wrapped in protective material -Spare seat (possibly the original unit to the car) -Misc. trackside spares in a storage box

See more cars for sale on Hemmings.com.

119 Years and Counting for Family-owned Veteran Car Run Entrant

In 1903, Sir George White, a Bristol-based businessman and future founder of England’s Bristol Aeroplane Company, purchased a new Panhard-Levassor for his son Stanley White. Now, Stanley’s grandson, also named George White, is ready to bring the same Panhard-Levassor to this year’s London to Brighton Veteran Car Run. Given to Stanley for his 21st birthday, the 2.4-litre four-cylinder car was a four-seater tonneau by Labourdette. Registered as AE10, it was originally painted white with red detailing, only to be changed to a dark green and black exterior when it was brought home from Paris to England.

“That was the last time it was painted—1904.” Said George who inherited the car from his grandfather in 1964 and kept it in the same condition.

Other changes Stanley made to the car include a plate glass windshield and a lightweight racing body.

George White and his son Phillip will bring the family-owned 1903 Panhard-Levassor to this year’s London to Brighton Run.Photo via London to Brighton Veteran Car Run

George figures that this year will be the 20th year the car takes part in the London to Brighton run, with its first entry being in the 1950s with Alec Croydon, head of Bristol Aeroplane’s engine division entering the car.

George said the prior 10 entries which he was a part of were met with minimal issues. “Somebody said to me once, that the fun of the Run is that you know you’re going to break down, but you don’t know where or when. I think that’s true,” he admits. “The extraordinary thing about the Panhard is that if we prepare it properly, and if everything goes as you hope it’s going to go, you just drive to Brighton. It’s actually really rather disappointing if you haven’t had a real battle to get there.”

The Panhard-Levassor will make the run from Hyde Park in London to Brighton this November 6. For more about the event and AE 10, visit veterancarrun.com.

Photo courtesy Jaguar Land Rover Classic

C-Type “70-Edition” Revealed

Jaguar Classic announced it will make two C-Type cars that give a wink to the car’s achievements in 1953, when Jaguars dominated the 24 Hours of Le Mans. Finishing first, second, fourth, and ninth, the C-Types were the first cars to win the race at an average speed of more than 100mph. The two new “70-Edition” cars will both be built for a limited run at Jaguar’s Classic Works facility in Coventry, England.

Matthew Bailey, Senior Manager for Strategy and Business Development, Jaguar Land Rover Classic, said: “Each C-type Continuation is a rare and special vehicle to grace any collection, but we are delighted to reveal these two exquisite editions to commemorate a landmark year for Jaguar and motorsport. In 1953, the introduction of the disc brake combined with C-type’s clever design and engineering, meant that the vehicle was dominant at the 24 Hours of Le Mans. The C-type is a historically significant car with Jaguar pioneering disc-brake technology seventy years ago, and we often take for granted the fact that the disc-brake remains the industry standard.”

Mimicking the 1953 Works C-Types, both will be powered by a 3.4-litre straight six with triple Weber carbs. Outside will include a one-off Verbier Silver with Cranberry Red leather interior as well as British Racing Green livery with a suede green leather interior. Each will include handcrafted badging, stitching, embroidery, and painted roundels adorned with the number 70. Production is underway with an estimated 3,000 hours of specialized construction devoted to each car.

For more details and information about Jaguar Classic, visit jaguar.com/classic.

On this episode, the transformation begins, as our Durango Hellcat track support vehicle begins to take shape. To accomplish this, we added two more members to our team, Dusty Andersen of Unique Fabrications in Santa Ana, California, and Brian Stevens of Delux Customs out of St. George, Utah. Look for the full episode tomorrow, followed by Part 4 on Thursday.