I've got this and it's awesome!

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Last year saw me realize an automotive ambition when I became the proud owner of this fantastic piece of British automotive engineering:

According to my cousin it's the automotive equivalent to Rod Stewart in Spandex.

It makes me grin like an excited school boy every time I get behind the wheel.

It's tatty, could out-drink George Best and has a great long list of jobs on the 'to-do' list. But I love it, it is completely awesome and that's after 9 months of ownership.

Just thought I'd share that...

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A grand with 6 months MOT and because it's awesome!

It's tax free, fully comp insurance limited to 7,500miles a year and break down cover comes in at £120.

Lot's of fun, lots of character and loads of potential!

As Scimitar GTE numbers are still relatively healthy and it's not some obscure rarity I am thinking of loosing the old Essex 3.0ltr V6 lump though and replacing it with a modern 3.0ltr V6 lump such as the all alloy duratech derived lump from a Jaguar S-Type. Improved handling due to much reduced weight, obviously better acceleration but also better economy so I can use it more often. Or maybe go a bit more lairy and fit a Volvo T5 lump. Just enough to keep it up to modern performance levels but without removing too much of the cars character.

 

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These cars are actually very good. Proper four linked rear axle with proper watts linkage and coil-overs. Double wishbone front suspension again with coil-overs. Light weight fibre-glass body. Low 'forward' mid-mounted (i.e. between the axle lines) engine sat low in the chassis. 55/45 front/rear weight distribution with the original heavy lump.

A measure of a cars character is how many faults it has that you don't mind putting up with

The Essex is a real dinosaur (yes I know, so is a live axle and separate chassis but that's a whole different argument) and expensive to tune. Modern V6s' are plentiful, reliable, a lot cleaner and more economical. One major advantage is the reduced weight though.

A friend fitted the 3.0ltr engine and box from a Vauxhall Omega to a larger later SE6 model Scimitar. It sat up on it's springs the weight difference was so great. An early excursion on a dual carriageway saw it holding off a new Audi TT 3.2 quatro no less!

If I do fit a Jag V6 it'll probably end up on throttle bodies anyway as it'll need stand alone management due to the fully integrated security system on the Jags loom.

As for those still not convinced I guess you'll never get it. I also suspect that some of you may not be able to grasp the idea of any old car being more attractive than a modern car. I prefer my sports cars to have feed back and involvement than heated mirrors and powered cup-holders...

 

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Fit an S54B32 engine

It would certainly shift, but a straight six might be a bit long. The engine is sat low in the chassis behind the front axle line with the suspension tower bracing and the steering rack passing across the front of the engine. The steering rack is at about crank shaft height. I haven't ruled straight sixes out yet though, just need to take a few key measurements and see what's available.

I've had a few BMW's in my past by the way. There are details of one of them on my website (link in sig).

 

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I think the comedy power and revs, but relatively low torque so it doesn't become a nightmare to drive, would work pretty well!

Certainly would! Would be madder than the T5 option, though without the sudden violence of the turbo kicking in.

 

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I am indeed on Scimweb, and Retro-Rides, and occasionaly PPCmag forum and am even a Staff Car writer for Retro-Ford magazine (I have two toher old toys).

The Essex does make a lovely burble which is why I am keen to go the Jag V6 route. Though I think that a lot of the noise comes from the fact that as standard it is a relatively big capacity engine sucking through a restriction in the form of a twin choke webber. Fitting individual throttle bodies or tripple carbs might actualy spoil the sound resulting in a more motorbike-esque noise.

Rover V8's have been done as has the odd yank V8. But these seem a but clumsy now compared to what is available these days. I think the car will really sing with a modern light-weight all alloy multi-valve engine.

 

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The rear view is a bit uncomfortable, but it's grown on me to be liveable with. I had been trying to think of how they could have improved it without loosing the touring-ness of it but have struggled. The earlier coupe version is quite pretty but still limited by what could be done cost effectively by a relatively small company at the time.

I might have a play with photo-shop and aftermarket/alternative lights some time in the future to see what might be possible without re-modelling the whole thing.

 

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The V10 is going to be too big and bulky and probably starting to get a bit heavy. I want to use a lighter engine to improve the chassis dynamics.

Interior on this car is very tired, it's been re-trimmed at some point a long time ago and is looking pretty ropey now. Front seats are after market reclining/folding sports seats that are so worn out that the tubular metal frame is showing through in places. Steering wheel is also not the original.

I am looking to re-wire the entire car and alter the instrumentation a bit but nothing drastic.

First though I need to get rid of the two old Fords. Cortina (cosworth 2.9 V6 powered) should be hitting evilbay at the end of the month.

 

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An engine swap will not destroy the classic cars sole. It will make it more viable to use every day. It'll still look the same and hopefully sound the same. The suspension and steering aren't being altered (except for perhaps spring rates to account for the reduced engine weight). What it will give me is a useable classic sports car that I can affored to and rely on to use on a daily basis if I want to meaning I can enjoy the car a lot more often.
As for emissions, actualy that goes for the car not the engine. So as long as it's as clean as the essex I'll be fine, though to be hones I would hope that it will be a lot cleaner even without cats.
As for a K-Jet Ford V6, pull the other one! Lots of effort for very little point when an MOT failed S-type can be picked up for around £500

 

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It's a lot of fun for not a lot of money, it's individual and it's something that I can really make my own.

The suspension is more than up to the job, the only likely alteration being revised spring and accompanying damper rates to account for the weight change.

The brakes will be re-assessed once it's done. It wears 3-pot calipers on the front as standard but the discs are solid. I am hoping that the reduced weight will ensure that the brakes gain a suitable increase in bite. I foresee that brake fade due to inefficient cooling is going to be the main problem.

 

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I was wondering when it would happen...