Hemmings

Grand Marquis Plug Wires

I have been calling Ford dealerships to try to track down a set of original Motorcraft spark plug wires that fit my 1984 Mercury Grand Marquis LS with the 302 V-8 engine. I would like to use the factory wires, but the only information I have discovered so far is that the wires are different depending on whether my Mercury has EEC IV or not. Can you offer any help with what EEC IV is and if I have it in this car? I still need to locate the correct wires, based on the answer to this question. Tune-up time is approaching quickly.

– Ronald Nemeth, via email

The EEC IV or thick-film ignition system can easily be identified by looking at your distributor. The electronic control module for this system is made of blue or gray plastic and is bolted to the front of the distributor. A harness with four wires in it attaches from this module to the coil and Powertrain Control Module. Your vehicle, based on your VIN, would not have used EEC IV unless someone added it after purchase. Your original Ford wires should be # E8PZ-12259F and the Motorcraft number is WR-3946C. There is only one set with the original Ford part number available from a dealer in Texas listed below. The Motorcraft set is available online from Summit Racing or Rock Auto. Both O’Reilly’s and Auto Zone stores in your area should be able to order them for you as well using that same Motorcraft part number.

• North Park Lincoln Mercury – 210-341-8841 extension 261
• Summit Racing – 800-230-3030, summitracing.com
• Rock Auto – rockauto.com

1952 Ford Customline Trim Pieces

I am in the process of restoring a 1952 Ford Customline, and I am having trouble locating the parking lamp lenses and headlamp rings. All the catalogs I’ve looked at list 1949, 1950, 1951, 1953, etc. But they don’t have 1952. Any idea where I can locate these parts?

– Larry Buckley, via Hemmings.com

The 1952 lenses were specific to that year and were clear with three spokes around the perimeter. They were sunk into the fender at the ends of the grille bar. They are available from Concurs Auto Parts or Early Ford Store of California as part# FAA-13208. The mounting gasket is also listed as FAA-13211A. Concours has the headlamp retaining rings as part# 13015, which fits 1949-’57 passenger cars.

• Concours Parts & Accessories – 800-722-0009, concoursparts.com
• Early Ford Store of California – 909-305-1955, earlyfordstore.com

El Camino Vapor Canister

I’m looking for a vapor canister for a 1987 Chevrolet El Camino with a V-8 engine. I believe the original GM part number was 17075849. Thanks in advance for any help you can provide.

– Phil White, via email

The GM number you provided is a supersession of the number 17075824, which was discontinued in 1987. But guess what? That number was also superseded in 1993 by 17064622, which was the number used in earlier years for the 5-liter engine. We were able to locate the number you requested from a GM supplier, Craig Motors in California. They also showed one of the other superseded numbers, but we suspect they have just the one with both part numbers referenced. Delco sold the same 17064622 5-liter unit as number 215-22, which is available from Hall Chevrolet in Virginia.

• Craig Motors – 800-224-8111
• Hall Chevrolet of Chesapeake – 757-233-8120

Camaro V-6 Exhaust Y-Pipe

I own a 1991 Camaro RS with a 3.1 V-6 automatic, and I’m looking for new exhaust manifold Y-pipe. My local parts store doesn’t list one for a 3.1 V-6 and doesn’t clarify if the one listed for the earlier 2.8-liter will fit this car. The other one shown is for a 4.3 V-6 with a manual transmission. How much difference is there between a 4.3 and a 3.1? Love your column, it’s a great addition to Hemmings.

– Rick Anderson, via hemmings.com

The exhaust components for the 4.3-liter V-6 tend to be more like those used on the V-8s rather than the 2.8 or 3.1 V-6s. We did find that Walker produced the pipe you need, and it fit both the 1985-’89 Camaro/Firebird 2.8 as well as the 1990-’92 3.1 F-bodies. Their part number was 40442, but it has been discontinued. The exhaust donut gaskets for the 2.8 were sintered metal whereas the 3.1 gaskets were GraFoil, but the exhaust pipe is the same unit. AP Exhaust made an equivalent pipe, listed as part number 94925; however, we were unable to locate one. We suggest you contact Trans Am Creations USA and ask them to check if a good used unit is available. Hemmings advertiser Martin Johnson may also be of assistance; while his main focus is pre-1979, he may have the bend patterns for the Walker or AP number to replicate it.

• Trans Am Creations USA – 256-463-7463, tacreationsusa.com
• Martin Johnson Vintage Exhaust – 231-723-5343, martinjohnsonvintageexhaust.com

Just a couple of weeks ago, RM Sotheby’s sold a crashed, burned and seemingly left for scrap 1954 Ferrari 500 Mondial Spider for an astounding $1,875,000.

What remained of the original body was crumbled and cracking. Corrosion was evident on the frame and bulkheads. There were no doors. The original 2.0-liter four-cylinder engine was long gone, having been replaced by an American V-8 at some point after the car was imported in the late 1950s. There was literally no interior—no seats, no floors, no steering column, no gauges and no controls of any kind. The car could have been considered a “shell” in the vaguest of terms, and certainly not a rolling one as it lacked wheels or even axles.

The 500 Mondial was part of “The Lost & Found Collection” of 20 “barn-find” Ferraris. The Italian sports cars had been part of a collection in a Florida warehouse that partially collapsed in a hurricane in 2004, when the cars were then moved to Indianapolis. Virtually untouched since, the collection was auctioned in Monterey.

On a positive note, the numbers-matching gearbox was included, as was a larger 3.0-liter four-cylinder engine. Perhaps most notably, and likely the reason why the car commanded such a high price, the original chassis plate that bears serial number 0404 MD was intact.

With its verified chassis plate, this car can be restored. Even Ferrari can do it via its Classiche department, which has the expertise to bring this car back to its original condition. A fair number of people have suggested that any restoration should be done in Maranello, as it would give credence to the car’s provenance.

While that provenance seems solid enough, the originality of the car does not go much beyond its frame, gearbox and chassis plate. That wrinkled, crumpled and all but destroyed body? Well, it’s not original. As the second 500 Mondial Spider produced, 0404 MD featured bodywork from Pinin Farina. Not long after it finished 14th in the 1954 Mille Miglia, the car was rebodied with the Scaglietti design that later 500 Mondials carried.

Given the quality of its workshops, I would expect a restoration of this 500 Mondial by Ferrari itself to be the pinnacle of such a redo. But would it be “real?”

How often have you seen an ad for a junked car — perhaps a car that was at one time rare and desirable — and the comments among car guys turn to the VIN plate or body tag, as if this one small piece of stamped metal can somehow add provenance to an otherwise complete car missing that tag? While the legality of such a swap is certainly questionable, the car itself can hardly be considered the real deal. Would you want to own a Dodge Super Bee A12 that had been a standard issue Coronet in a past life? What if Chrysler itself recreated the car the same way with that original tag?
Many years back, at a particularly swanky car show, a fellow pulled in driving an open Bugatti that seemed unusual. A nearby observer clued me in. The story goes that, over the years, the original car’s body had been separated from the chassis, with each major section ending up in separate hands. Since all of those components had some sort of legitimacy as a real Bugatti, each portion was somehow able to become a “legitimate” Bugatti, with the missing parts sourced or fabricated as needed. Was the story true? Had one Bugatti spawned two? It remains a possibility.
There are other stories in the old-car world, including the trope among some Jaguar collectors regarding the original Jaguar SS 100 3.5-liter: Of the roughly 120 made, some 200 survive, attesting to some enterprising builders who have likely converted SS 1 or SS 90 models to the more coveted SS 100.

There is no doubt that, following a multi-million-dollar, ground-up restoration, this car will certainly command the estimated $4 to $5.5 million that finished examples go for today, and it will have a great story to go along with it. Financially, it may even make a sound investment, but it certainly stretches the boundaries of the idea of a true vintage car.

Yes, you are seeing correctly: at least two small vehicles are living in Paul Smith’s living room (note that comfy armchair at center left). Yes, the rest of his first floor is similarly decorated, including kitchen and bathroom (where a flathead V8’s cylinder head serves as toilet-tank lid). Yes, the full-sized vehicles live just outside, including each of the record-setting AHRA and NHRA Stockers and Super Stockers that Paul raced from 1964 to 1979. Yes, this is one nice, eligible bachelor whose lady friends never suggest moving in.

How does your man or woman cave compare?

Date: June 2016

Location: Home of Paul Smith, Eugene, Oregon

Source: Wallace Family Archive

Sports and Exotic episode 2 presented by Gullwing Motor Cars pits the fury and venom of Dodge’s infamous Viper against the narrow winding roads of North Wales–in the rain! Will the mighty V10-powered roadster take to the challenge, or will its grunt, and width prove too harrowing? Follow along as host, Jethro Bovingdon, finds out!

Looking to add a Dodge Viper to your collection? Click HERE

Not all SEMA toys are full size. Remote control vehicles have come a long way since the days of AA batteries bought in bulk and 9-volt controllers. They are a pint-sized way to get into cars without spending a ton of cash. New R/C cars are unbelievably fast and are starting to fill the gap between the plastic model of the car you want to own and the actual car itself. Want a Fox Mustang drag car? Traxxas has one that for a few hundred dollars will top out at 50 MPH (real, not scale speed) with slicks and wheelie bars. Looking at a rust-heap 240Z? You can get that too, only nicely restored and running.

Our favorites are the Chevrolet K10 Cheyenne 4×4 pickup from Traxxas and the Ford F-100 “Hoonitruck” from Associated Electrics, but there are also scale versions of favorites like the Mercedes-Benz G63 AMG 6×6, BigFoot 1, and just about any other popular car no one can afford. Check out this collection of goodies from the show.

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

The Toyota Land Cruiser will be back for sale in the United States in 2024. To honor that event, Toyota brought a new concept called the FJ Bruiser to the SEMA show. Based on a 1966 Toyota FJ45 Land Cruiser Pickup, the Bruiser was built with rock crawling and power parking in mind. The engine is based on the 358ci V-8 used in NASCAR cup cars. It makes 725 horsepower and can rev to 7,000 RPM for a long as you are willing to hold it there. The differentials and transfer case are geared with four 2WD speeds and four 4WD speeds, allowing the Bruiser can crawl at 12mph at 7,000 rpm in Low and 165 mph in High gear.

Photo: Douglas Glad

This is a solid-axle build with trailing arm suspension that uses a tube chassis and roll cage that are integrated into the body. It sits on 42-inch BF Goodrich Krawler T/A KX tires on 20-inch Method Double Standard wheels. The coolest part of the build is the single-track system under the chassis that can be activated when the Bruiser is high centered. The “tank mode” can be activated from inside the vehicle with a push of a button to roll the truck off the rocks like a tank.

Inside, Toyota added a plaid interior as a nod to the original Land Cruiser with a 1968 Jackie Stewart championship steering wheel designed by Momo. The Bruiser was designed and built at the Toyota Motorsports Garage.

The 2023 SEMA Show featured a more expansive dedicated space for EV and Future Propulsion, which evolved from the SEMA Electrified exhibit at recent SEMA Shows. The electric vehicle display featured battery electric, plug-in hybrid electric and fuel cell electric cars, plus a few surprises. The new space also offered a brand-new exhibit, the SEMA FutureTech Studio, which gave attendees a peek into the future of EV technology.

The EV & Future Propulsion area included over 15 exhibitor booths showcasing parts and tools, and over 75 vehicles that highlight the future of automotive innovation. The exhibit also included a SEMA Education stage, FutureTech live, where industry leaders discuss various propulsion technologies, including EV, hybrid, hydrogen, alternative fuels and other advancements in technology.

A 1955 Mercedes 300SL was of the many eye-catching builds on display. The Gullwing widebody is built on a modern Tesla Model 3 chassis, which was modified to fit the slim profile of the classic 300 SL. All the Model 3 systems from the original car work, including the sensor cameras, parking sensors, self-driving features, infotainment screen, and climate controls.

A 1955 Mercedes 300SL was of the many eye-catching builds on display. The Gullwing widebody is built on a modern Tesla Model 3 chassis, which was modified to fit the slim profile of the classic 300 SL. All the Model 3 systems from the original car work, including the sensor cameras, parking sensors, self-driving features, infotainment screen, and climate controls.

A 1955 Mercedes 300SL was of the many eye-catching builds on display. The Gullwing widebody is built on a modern Tesla Model 3 chassis, which was modified to fit the slim profile of the classic 300 SL. All the Model 3 systems from the original car work, including the sensor cameras, parking sensors, self-driving features, infotainment screen, and climate controls.

This 1973 Jaguar E-Type, built by E.C.D. Automotive design, was fully restored and features electric power via a Ampere EV Atom Drive 42kWh system. The build boasts a Cascadia Motion IM-225 module that utilizes a CM200 inverter and HVH250 motor core, a Torque Trends transmission, and CCS fast charging.

This 1973 Jaguar E-Type, built by E.C.D. Automotive design, was fully restored and features electric power via a Ampere EV Atom Drive 42kWh system. The build boasts a Cascadia Motion IM-225 module that utilizes a CM200 inverter and HVH250 motor core, a Torque Trends transmission, and CCS fast charging.

This 1973 Jaguar E-Type, built by E.C.D. Automotive design, was fully restored and features electric power via a Ampere EV Atom Drive 42kWh system. The build boasts a Cascadia Motion IM-225 module that utilizes a CM200 inverter and HVH250 motor core, a Torque Trends transmission, and CCS fast charging.

An electric 1953 Jeep Willys M38A1 isn’t something we see every day. Built by Kyle Meziere, the military vehicle preserves much of its historical elements while offering state of the art all-electric power. Designed to meet the disparate requirements of the battery fluid loop and drive unit fluid loop, the system offers an impressive 280-horsepower and 7,000 ft-lbs of torque.

An electric 1953 Jeep Willys M38A1 isn’t something we see every day. Built by Kyle Meziere, the military vehicle preserves much of its historical elements while offering state of the art all-electric power. Designed to meet the disparate requirements of the battery fluid loop and drive unit fluid loop, the system offers an impressive 280-horsepower and 7,000 ft-lbs of torque.

An electric 1953 Jeep Willys M38A1 isn’t something we see every day. Built by Kyle Meziere, the military vehicle preserves much of its historical elements while offering state of the art all-electric power. Designed to meet the disparate requirements of the battery fluid loop and drive unit fluid loop, the system offers an impressive 280-horsepower and 7,000 ft-lbs of torque.

An electric 1953 Jeep Willys M38A1 isn’t something we see every day. Built by Kyle Meziere, the military vehicle preserves much of its historical elements while offering state of the art all-electric power. Designed to meet the disparate requirements of the battery fluid loop and drive unit fluid loop, the system offers an impressive 280-horsepower and 7,000 ft-lbs of torque.

This Hypercraft racing prototype is the world’s first all-electric touring race car that is approved to compete wheel-to-wheel against gas-powered cars. It boasts 348-horsepower and 468 Nm of torque with its Hypercraft stealth drive motor, Cascadia Motion CM200DZ inverter, and a 800V, 60 kWh custom Hyperpack energy storage system. Intergrated safety features include high voltage interlock, high-capacity cooling, and a custom fire suppression system.

This Hypercraft racing prototype is the world’s first all-electric touring race car that is approved to compete wheel-to-wheel against gas-powered cars. It boasts 348-horsepower and 468 Nm of torque with its Hypercraft stealth drive motor, Cascadia Motion CM200DZ inverter, and a 800V, 60 kWh custom Hyperpack energy storage system. Intergrated safety features include high voltage interlock, high-capacity cooling, and a custom fire suppression system.

This Hypercraft racing prototype is the world’s first all-electric touring race car that is approved to compete wheel-to-wheel against gas-powered cars. It boasts 348-horsepower and 468 Nm of torque with its Hypercraft stealth drive motor, Cascadia Motion CM200DZ inverter, and a 800V, 60 kWh custom Hyperpack energy storage system. Intergrated safety features include high voltage interlock, high-capacity cooling, and a custom fire suppression system.

The E-Charger company attracted plenty of attention with its bolt-on electronic supercharger system. The E-Charger hybrid system takes a load off the engine, which provides better fuel economy while supporting more power and adding 150 ft-lbs of torque. According to SEMA smog testing, the installation proved a staggering 47 percent decrease at the tailpipe.

The E-Charger company attracted plenty of attention with its bolt-on electronic supercharger system. The E-Charger hybrid system takes a load off the engine, which provides better fuel economy while supporting more power and adding 150 ft-lbs of torque. According to SEMA smog testing, the installation proved a staggering 47 percent decrease at the tailpipe.

The E-Charger company attracted plenty of attention with its bolt-on electronic supercharger system. The E-Charger hybrid system takes a load off the engine, which provides better fuel economy while supporting more power and adding 150 ft-lbs of torque. According to SEMA smog testing, the installation proved a staggering 47 percent decrease at the tailpipe.

The E-Charger company attracted plenty of attention with its bolt-on electronic supercharger system. The E-Charger hybrid system takes a load off the engine, which provides better fuel economy while supporting more power and adding 150 ft-lbs of torque. According to SEMA smog testing, the installation proved a staggering 47 percent decrease at the tailpipe.

2023 SEMA Electric Vehicle Photo Gallery:

Maybe it’s just our lack of luck, but the promise of efficient commercial air travel has taken a noticeable turn for the worse this year. Successive trips to Arizona, Florida, and North Carolina were besieged by increasingly longer delays, the latter of which had us stranded first in a terminal and then onboard a big Boeing for nearly 12 hours in total. That’s not including a connecting flight, or the required early arrival to check bags and pass through security, or the commute home from the airport. Add it all up and the North Carolina nightmare consumed 19 hours. Had I driven, the trek would been less than 11—with stops.

Unlike Pavlov’s dog, David Conwill and I then flew to north Indiana for a series of groundbreaking features that will be unveiled in forthcoming issues. Almost on cue, our flight out was parked at the end of the runway for 30 minutes, long enough to obliterate the layover. Think “Run, Forest, run!” Two productive days in Nappanee, though, left us in a euphoric state, which only crumbled when the first leg of our return flight was grounded before takeoff by a “maintenance issue.” More than two hours later the problem was fixed. We were on our way, until the same issue “manifested” itself at 30,000 feet, forcing a diversion to Dayton, Ohio. By the time we landed —fortunately without incident —it was clear that, one, we’d miss a rebooked connecting flight; and two, we’d be stranded overnight at some far-off hub.

Monty Python sang Always Look on the Bright Side of Life. So rather than submit to more stresses beyond our control, we left the terminal, commandeered a one-way rental, and drove into the approaching nightfall. Our destination was a little over 11 hours away; a briefly frustrating fact considering we were roughly 10 hours from home that morning. Solace was found when we comically dubbed the trek “Our Cannonball Run” (Full disclosure: We had no intentions of breaking interstate records). The trek’s name left us delving into a litany of iconic road tunes that lyrically painted pictures of endless miles and a need to get somewhere quick. We narrowed our list of favorites to four. In no particular order:

Cannonball Run, by Ray Stevens:

What do you say when there are no words? (Beat it.);

Feel a song that’s never been heard? (Sing it.);

How do you know when you hear the call? (Answer it.);

What do you do when you’ve done it all? (Ball.);

Cannonball!

It’s not what you do it’s how you do it. Be anything you wanna be.

It’s not what you got it’s how you use it. You be you and I’ll be me.

It’s just a matter of style – you can’t fake it.

Mile after mile, feeling free.

If you’ve got the soul – you can make it.

Move ‘em out,

Let ‘em roll,

From sea to shining sea.

East Bound and Down by Jerry Reed:

East bound and down, loaded up and truckin’

A-we gonna do what they say can’t be done;

We’ve got a long way to go, and a short time to get there,

I’m east bound, just watch ol’ “Bandit” run.

Keep your foot hard on the pedal,

Son, never mind them brakes,

Let it all hang out ‘cause we got a run to make;

The boys are thirsty in Atlanta,

And there’s beer in Texarkana,

And we’ll bring it back no matter what it takes.

Off the silver screen, we settled on

Drivin’ My Life Away by Eddie Rabbitt:

Well, the midnight headlight blind you on a rainy night,

Steep grade up ahead, slow me down, makin’ no time,

But I gotta keep rollin’.

Those windshield wipers slappin’ out a tempo,

Keepin’ perfect rhythm with the song on the radio,

But I gotta keep rollin’.

Ooh, I’m drivin’ my life away,

Lookin’ for a better way, for me;

Ooh, I’m drivin’ my life away,

Lookin’ for a sunny day.

And finally,

Six Days on the Road by Dave Dudley:

Well, my rig’s a little old but that don’t mean she’s slow,

That’s a flame from my stack and that smoke’s a-blowin’ black as coal;

My hometown’s a-comin’ in sight,

If you think I’m a-happy, you’re right,

Six days on the road and I’m a-gonna make it home tonight.

Somewhere on the 90-mile stretch from Erie (Pennsylvania) to Buffalo (New York), the ordeal became another travel yields memory, like our trek in Hemmings’s 1940 Buick Century. Or that of Dr. Lee Harman, who purchased a 1935 Brewster Ford town car in Indiana and drove it to his Camano Island, Washington, home. In a moment of reflection while pulling into my driveway, perhaps the fouled-up flights are telling Dave and I that it’s time for another vintage ride road trip. All that remains is “To where, in what, and with which tunes.”

Before the XJ6, Jaguar had the 420 and the 420G. Despite the similarities in the names, the two cars were notably different in size. The 420G was the company’s largest sedan, a renamed Mark X that measured 202 inches in total length while riding on an a 120-inch wheelbase. The 420, on the other hand, was notably smaller, with an overall length of just 188 inches and a wheelbase of just 107. With a listed curb weight of just under 3,472 pounds, the 420 tipped the scales a full quarter ton less than its larger stablemate.

Produced from 1967 to 1969 and powered by a version of Jaguar’s famed XK twin-cam engine—as found in the E-type sports cars—the 420 could certainly be considered one of the first luxury sport sedans, years before the Germans made hay of such things. In fact, Jaguar actually called the 420 a “Sports Sedan” in its sales literature. While most 420 sedans had their XK engines matched with a Borg Warner three-speed automatic, this 1967 Jaguar 420 sedan now listed on Hemmings Auctions was equipped with a four-speed manual with overdrive from the factory, adding another level to its sporting intent.

The seller believes that this 420 might be just one of 100 such cars in left-hand drive equipped with the manual transmission. Given that the 420 was only sold in the U.S. for 1967 (with some sold in 1968 as leftovers) and that the vast majority of sedan buyers choose automatic transmissions, the number certainly seems credible.

Produced in various displacements from 2.4 to 4.2 liters and noted for its smooth power delivery, Jaguar’s DOHC inline-six endured from its introduction in 1949 all the way into the 1990s. Jaguar rated the 420’s twin-carb 4.2-liter XK engine at 245 horsepower in 1967. When matched with the four-speed manual, power reached the rear wheels via limited-slip differential with a 3.54:1 final-drive ratio.

Matching the sophisticated overhead-cam engine was a four-wheel independent suspension with control arms, coil springs and an anti-roll bar up front and a rear setup that included trailing links, lateral arms, and dual coil springs on each side, all very much like the E-type. “Varamatic” variable-ratio power steering was also standard. Power-assisted Girling disc brakes at all four corners (inboard at the rear) helped slow down this quick sedan which was capable of 120 mph on the top end.

Befitting the luxury component of this luxury sports sedan, leather upholstery was standard kit on the 420, as were polished walnut accents throughout the cabin, including the dashboard itself. In terms of passenger comfort, the 420 was well equipped with the likes of a folding armrest for the rear passengers, thick carpeting and map and courtesy lights.

The evolution from the original Jag S-Type compact sedan to the 420 and later the XJ is evident in the sheet metal and greenhouse of this car. The refurbishment of this 420 included a respray some years ago in what the seller believes is the original Opalescent Silver Blue hue. The refinish appears to be holding up well and the underside of the car shows almost no corrosion to speak of beyond some superficial rust on some fasteners and suspension components.

Road & Track magazine, in its December 1967 review of the 420, noted that the car was “quiet, smooth, nimble—an unmitigated pleasure to drive.” That praise rings as high endorsement from the buff book that was once the arbiter of sporting cars from Europe and beyond. The seller is quoted in the listing as saying, “This car has always been cherished, and it runs and drives very well.”

For many years, Jaguar occupied the marketplace for luxury sporting sedans all on its own, combining the British coachbuilding traditions where wool and wood ruled the roost with the athletic prowess of a drivetrain that had beat the world at Le Mans several times. Head on over to Hemmings Auctions to take a look at the car the defined that market 56 years ago in this 1967 Jaguar 420 Sports Sedan.

For years, yellow-filtered lighting was believed to be easier on the eyes than pure white, thanks to having much of the blue spectrum knocked out. Until 1993, so-called Selective Yellow headlamps were required as standard equipment on automobiles in France.

Today, it’s theoretically possible to produce white-hued lighting without the dazzling blues, so yellow lamps have become redundant functionally if not aesthetically. Yellow lamps on a vintage vehicle tend to add a European sporting touch. You can buy yellow bulbs or lenses to fit most lamps, but if you have an odd application, there are also options for adding a transparent coating to clear.

At one time, paint was the primary DIY method for tinting lenses, but getting paint to adhere to glass isn’t easy. Vinyl wraps provide an alternative to paint not only for automobile bodies, but also for glass tinting. This product, the least expensive option on Amazon (about $8 for a 1-foot x 4-foot roll), came with only the sketchiest of instructions, but the mixed reviews indicated that (for good and for bad) it was otherwise the same industrial-grade, thermal-adhesive-backed translucent vinyl available at higher prices in name-brand form.

My results, exercised on the GE tractor floodlamps that came in my $20 swap-meet score housings, look best from 10 or more feet away. My first effort worked out better than my subsequent attempts. I’ve concluded this was from the amount of heat and water applied to each. The first lens has almost no air bubbles, but in several spots the film came to have obvious stretch marks that I couldn’t smooth out. My attempts to use less heat (first dry, and then with a generous amount of water) the second and third times meant I didn’t achieve the same level of conformity. It also seems you can’t re-heat the vinyl once it has cooled, as wrinkles take a set that only bakes in harder—much akin to the heat-shrink tubing used in electrical wiring.

Time and repeated experimentation, I suspect, will make this a worthwhile purchase and I was able to achieve okay results in just one afternoon. It remains to be seen how the vinyl-covered lenses hold up in the long run. The light output didn’t change dramatically, nor did the color from the perspective of the operator, but the effect for oncoming drivers seems to be less glare.

Parts List

• Generic yellow-vinyl tint film: $8.00

• Plastic spray bottle of tap water: $3.25

• Scissors: $15.00

• Dish scraper: $5.50

• Heat gun: $17.50

• Razor knife: $7.00

• 2x PAR 35 sealed-beam bulbs: $30.00