1500cc Triumph & cooling

glennyrosa@comcast.net · Sep 29, 2006

Re: Re: 1500cc Triumph & cooling

<table>
Interesting. I haven't had to try it yet, but I have given thought to backing out of a ramp. I've had to back up hills with my 66hp diesel Mercedes before. I'm going to examine the tuning of my car and check the compression. I don't suspect anything to be too far out of line. The 2 ramps I spoke of were extremely steep. I was able to make it up the 1st one after disengaging the props and drainng the bilge and off loading pax. I had a pump failure and was carrying a pretty good load of water. The last ramp I was able to get up after disengaging the screws. Both were a struggle. I don't think the Merecedes would have made it up. Granted, my diesel has 277,000 miles and suffers asthma. Thanks Larry for your input.

glenn

<blockquote style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------
From: Larry & Nancy Solheim <amphi662001@yahoo.com>

<div id="ygrp-text">

Glenn, I'm a bit confused, too. It seems to me that you should have no problem driving up a ramp out of the water when in 1st gear. Perhaps you have another problem relating to engine timing or a slipping clutch? We are also based in the PacNW (although a bit futher north) and have also flat towed Amphi over 45K miles and launched/pulled out of innumerous lakes and rivers over the past 12 years or so. The only time I have had a ramp problem was when in 3rd gear (yeah, I did it) instead of 1st.

--Larry

glennyrosa@comcast.net wrote:
<blockquote class="replbq" style="BORDER-LEFT: #1010ff 2px solid">
<div id="ygrp-text">

Wow! I'm so confused. I read David Chapmins web info before I introduced this question. I'm a little confused with David's response. Capt'n B resolved my desire with the 1500cc engine. The 1300 sounds like a good alternative. I'll have to study the engine spec's a little closer. I'm not interested in the top end speed. I want the lower end torque to pull me outta the river. Big bore/short stroke. That's what the wife says anyway. I may be best off to fine tune what I have for now. I'm diesel kinda guy and would think that my little '814 banger Nissan truck motor would pull El Capitan in an ice storm. I'm afraid the tranny ratios may be outta sync like they'd be for a Spitfire engine mated to an Amphi tranny.

I also have had problems beaching alongfirm sandy bars. Can't do it. A seaplane amphib, no problem. Discouraging. I'm beginning to think that I need one of Duttons 4wd diesels for the Pacific NW. I love my car but I'm learningit's limitations fast. Need low end torque and/or 4wd for our steep ramps and beaches. The suitable ramps are few and far in betweenand I don't really enjoy pulling my'boat' outta the same ramp I entered. What's the point? I don't havta wait in traffic to cross the Columbia River on I-5 if I don't have to.

Time to explore the Willamette south of town. Maybe I'll find peace and tranquillity there.

Stuck in Oregon Glenn

ps: any comments on the Dutton would be great. not my 1st choice. it's just that i get bored going to the same ol' same ol' watering hole each time. need to explore more.

g
<blockquote style="BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------

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glennyrosa@comcast.net · Sep 29, 2006

Re: Re: 1500cc Triumph & cooling

<table>
Interesting. I haven't had to try it yet, but I have given thought to backing out of a ramp. I've had to back up hills with my 66hp diesel Mercedes before. I'm going to examine the tuning of my car and check the compression. I don't suspect anything to be too far out of line. The 2 ramps I spoke of were extremely steep. I was able to make it up the 1st one after disengaging the props and drainng the bilge and off loading pax. I had a pump failure and was carrying a pretty good load of water. The last ramp I was able to get up after disengaging the screws. Both were a struggle. I don't think the Merecedes would have made it up. Granted, my diesel has 277,000 miles and suffers asthma. Thanks Larry for your input.

glenn

<blockquote style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------
From: Larry & Nancy Solheim <amphi662001@yahoo.com>

<div id="ygrp-text">

Glenn, I'm a bit confused, too. It seems to me that you should have no problem driving up a ramp out of the water when in 1st gear. Perhaps you have another problem relating to engine timing or a slipping clutch? We are also based in the PacNW (although a bit futher north) and have also flat towed Amphi over 45K miles and launched/pulled out of innumerous lakes and rivers over the past 12 years or so. The only time I have had a ramp problem was when in 3rd gear (yeah, I did it) instead of 1st.

--Larry

glennyrosa@comcast.net wrote:
<blockquote class="replbq" style="BORDER-LEFT: #1010ff 2px solid">
<div id="ygrp-text">

Wow! I'm so confused. I read David Chapmins web info before I introduced this question. I'm a little confused with David's response. Capt'n B resolved my desire with the 1500cc engine. The 1300 sounds like a good alternative. I'll have to study the engine spec's a little closer. I'm not interested in the top end speed. I want the lower end torque to pull me outta the river. Big bore/short stroke. That's what the wife says anyway. I may be best off to fine tune what I have for now. I'm diesel kinda guy and would think that my little '814 banger Nissan truck motor would pull El Capitan in an ice storm. I'm afraid the tranny ratios may be outta sync like they'd be for a Spitfire engine mated to an Amphi tranny.

I also have had problems beaching alongfirm sandy bars. Can't do it. A seaplane amphib, no problem. Discouraging. I'm beginning to think that I need one of Duttons 4wd diesels for the Pacific NW. I love my car but I'm learningit's limitations fast. Need low end torque and/or 4wd for our steep ramps and beaches. The suitable ramps are few and far in betweenand I don't really enjoy pulling my'boat' outta the same ramp I entered. What's the point? I don't havta wait in traffic to cross the Columbia River on I-5 if I don't have to.

Time to explore the Willamette south of town. Maybe I'll find peace and tranquillity there.

Stuck in Oregon Glenn

ps: any comments on the Dutton would be great. not my 1st choice. it's just that i get bored going to the same ol' same ol' watering hole each time. need to explore more.

g
<blockquote style="BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------

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glennyrosa@comcast.net · Sep 29, 2006

Re: Re: 1500cc Triumph & cooling

<table>
Thanks David:

The ramps in question weren't 45 degrees. I obviously have a compression issue. Hard to believe. Don't use any oil to speak of and the engine runs great . I'm going to put the 'feelers' out for a 1300. It'll be fun to build up an engine again. Until then, I'm just going to avoid those steeper than normal ramps.

glenn

<blockquote style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------
From: "David Chapman" <david@manbus.com>

<div id="ygrp-text">

Johns comments are all good. The difference in smoothness is really only noticable between 1300 and 1500. You can't bore out an 1147 (the piston spacing was changed) to make it 1300 (actually 1296cc). The larger crank was more about cost saving than durability - logic says it should be better but not always the case. 
The large crank was made from about 1970 to the endin 1978. This was a dire time for quality control in Triumphland and the organisation was driven by cost saving. I've seen the result of crank and camshafts from that period where they "missed" the hardening process and the jokes aboutV8 Triumph Stags being delivered with only 7 pistons fitted havea basis in fact.

Going back to the need for power, you shouldn't need it to get up the boatramp, the original 1147 is more than adequate and will take the car up a 45 degree slipway. I've certainly driven up ramps so steep that you can't see over the bonnet/hood. Where the 1300 really wins and the reason I'm going that route is driving up steep hills (grades) on ordinary roads - especially when there are four in the car. As my kids get older there is about an extra 20Kg of weight to move each year and on one hill near me I now need to drop to second gear. Changing down to third is OK but second is painful and you end up reving the nuts off the engine. The 1300 completely fixes that problem. 

David C

</blockquote>

glennyrosa@comcast.net · Sep 29, 2006

Re: Re: 1500cc Triumph & cooling

<table>
Thanks David:

The ramps in question weren't 45 degrees. I obviously have a compression issue. Hard to believe. Don't use any oil to speak of and the engine runs great . I'm going to put the 'feelers' out for a 1300. It'll be fun to build up an engine again. Until then, I'm just going to avoid those steeper than normal ramps.

glenn

<blockquote style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------
From: "David Chapman" <david@manbus.com>

<div id="ygrp-text">

Johns comments are all good. The difference in smoothness is really only noticable between 1300 and 1500. You can't bore out an 1147 (the piston spacing was changed) to make it 1300 (actually 1296cc). The larger crank was more about cost saving than durability - logic says it should be better but not always the case. 
The large crank was made from about 1970 to the endin 1978. This was a dire time for quality control in Triumphland and the organisation was driven by cost saving. I've seen the result of crank and camshafts from that period where they "missed" the hardening process and the jokes aboutV8 Triumph Stags being delivered with only 7 pistons fitted havea basis in fact.

Going back to the need for power, you shouldn't need it to get up the boatramp, the original 1147 is more than adequate and will take the car up a 45 degree slipway. I've certainly driven up ramps so steep that you can't see over the bonnet/hood. Where the 1300 really wins and the reason I'm going that route is driving up steep hills (grades) on ordinary roads - especially when there are four in the car. As my kids get older there is about an extra 20Kg of weight to move each year and on one hill near me I now need to drop to second gear. Changing down to third is OK but second is painful and you end up reving the nuts off the engine. The 1300 completely fixes that problem. 

David C

</blockquote>

glennyrosa@comcast.net · Sep 29, 2006

<table>
Good input Ed, thanks.

You addressed another one of my concerns with a bigger engine. Can the drive train safely absorb the greater loads. I'm not looking for extra speed on land or water. David brought up the best reason for a 1300 and that's for making it up steep winding roads fully loaded and not creating a road block behind you. Beefing up the drive train is no interest to me.

I hate to 'ground' my car by pulling the motor while I overhaul it. May be the best idea.

glenn

<blockquote style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------
From: "WB6WSN" <wb6wsn@cox.net>

<div id="ygrp-text">

<blockquote>
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">From: amphicar-lovers@yahoogroups.com [mailto:amphicar-lovers@yahoogroups.com] On Behalf Of glennyrosa
Sent: Thursday, September 28, 2006 10:25 AM
To: amphicar-lovers@yahoogroups.com
Subject: [amphicar-lovers] 1500cc Triumph & cooling
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">My last post of the desire of more hp led me to the Amphicar
website. I had read where the 1500 Spitfire engine would bolt right
in. Further investigation indicates that the 1500 has a cooling
problem. Right now my temp stays pretty much in the center except
when pulling long hills or asking for too much power on the water
which converts gas to noise with no speed increase. I guess that
I'm pretty lucky in that respect when it comes to cooling from
listening to the whoas of others with serious problems in that
area. We have had triple digit temps in the NW this summer and the
thought of adding an electric cooling fan has never crossed my
mind. Whose to say that my temp gage or sending unit isn't fubar.
I could be sailing in bliss whilst I burn up my motor.

It sounds as if I should leave well enough alone and to avoid steep
ramps. I would be interested in hearing from others who have or
have tried the Spitfire engine. My experience with putting larger
engines in airplanes has led mostly to disappointment. Either the
performance improvement was too little gain for the expense, or the
flight characteristics went from good to something of a lesser
value. Not always. But mostly.

One thought: I have never driven my Amphi with the top up. Could
the top create a boundry layer or a reverse flow of turulent air
that inhibits the intake of cooling air? I could vision a dead area
over the loovers where there would be no ram air effect in cruise.
It would be like running your car with a load on the engine but not
moving. Anyone remember riding in the back of a pickup truck and
finding that one spot where the wind doesn't blow at all? Just a
thought.

glenn
;

<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">Glenn:
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">Let me address a few points:

<div class="OutlookMessageHeader" lang="en-us" align="left">Don't get hung up on horsepower. You could double the horsepower, and still not see any appreciable change in water performance. (OK, lower mileage, more noise, more heat and a more foamy wake.) Hydrodynamics is cruel for a hull shaped like a brick.
<div class="OutlookMessageHeader" lang="en-us" align="left">Even if you had more horsepower, could you couple it into useful thrust? If you had more horsepower, then you would need larger diameter or steeper pitch propellers. The original props are matched pretty well already to coupling the OEM torque to thrust.
<div class="OutlookMessageHeader" lang="en-us" align="left">The Amphi is geared very high in first gear, so high that some people don't use it for street driving. You should be able to crawl up a ramp that truly frightens you. Tire traction is more of a factor than slope.
<div class="OutlookMessageHeader" lang="en-us" align="left">For land, more horsepower is nice. OTOH, upgrading the engine then suggests that you will need to upgrade the clutch, transmission bearings, differential andU-joints. Vehicle design is a systems problem; interacting sub-systems are all built not much better than they have to be. With a hotter engine, you are now working all of the rest of the drive train parts much harder. That means quicker wear and lower safety margins.
<div class="OutlookMessageHeader" lang="en-us" align="left">My prejudice is that I would rather have a smooth and reliable vehicle than to get an extra 10 MPH out of the top end.
<div class="OutlookMessageHeader" lang="en-us" align="left">I have always felt that air circulation is backwards on the Amphi. The outer louvers should face forward, to scoop air into the engine compartment. Then, the fan should push the air out past the radiator and have the air exit at the center, rear-facing louvers. Better aerodynamics, plus the engine fan would put a suction on the bilge, instead of a pressure as it now does. This is safer from a fumes standpoint, plus you wouldn't get the engine odor and hot air out of the shifter lever holes. All very reasonable, until you think about how those forward-facing outer louvers would also scoop up water from a wave. Oops, maybe rear-facing does have some value! <g>
<div class="OutlookMessageHeader" lang="en-us" align="left">Water cruising is when you need the most cooling. You are putting out continuous horsepower while moving very slowly, so there is maximum heat to shed and almost no ram air effect.

<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">
<div align="left">Ed Price
<div align="left">El Cajon, CA USA
<div align="left">67 Rust Guppy
<div align="left"></blockquote>

</blockquote>

glennyrosa@comcast.net · Sep 29, 2006

<table>
Good input Ed, thanks.

You addressed another one of my concerns with a bigger engine. Can the drive train safely absorb the greater loads. I'm not looking for extra speed on land or water. David brought up the best reason for a 1300 and that's for making it up steep winding roads fully loaded and not creating a road block behind you. Beefing up the drive train is no interest to me.

I hate to 'ground' my car by pulling the motor while I overhaul it. May be the best idea.

glenn

<blockquote style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------
From: "WB6WSN" <wb6wsn@cox.net>

<div id="ygrp-text">

<blockquote>
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">From: amphicar-lovers@yahoogroups.com [mailto:amphicar-lovers@yahoogroups.com] On Behalf Of glennyrosa
Sent: Thursday, September 28, 2006 10:25 AM
To: amphicar-lovers@yahoogroups.com
Subject: [amphicar-lovers] 1500cc Triumph & cooling
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">My last post of the desire of more hp led me to the Amphicar
website. I had read where the 1500 Spitfire engine would bolt right
in. Further investigation indicates that the 1500 has a cooling
problem. Right now my temp stays pretty much in the center except
when pulling long hills or asking for too much power on the water
which converts gas to noise with no speed increase. I guess that
I'm pretty lucky in that respect when it comes to cooling from
listening to the whoas of others with serious problems in that
area. We have had triple digit temps in the NW this summer and the
thought of adding an electric cooling fan has never crossed my
mind. Whose to say that my temp gage or sending unit isn't fubar.
I could be sailing in bliss whilst I burn up my motor.

It sounds as if I should leave well enough alone and to avoid steep
ramps. I would be interested in hearing from others who have or
have tried the Spitfire engine. My experience with putting larger
engines in airplanes has led mostly to disappointment. Either the
performance improvement was too little gain for the expense, or the
flight characteristics went from good to something of a lesser
value. Not always. But mostly.

One thought: I have never driven my Amphi with the top up. Could
the top create a boundry layer or a reverse flow of turulent air
that inhibits the intake of cooling air? I could vision a dead area
over the loovers where there would be no ram air effect in cruise.
It would be like running your car with a load on the engine but not
moving. Anyone remember riding in the back of a pickup truck and
finding that one spot where the wind doesn't blow at all? Just a
thought.

glenn
;

<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">Glenn:
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">Let me address a few points:

<div class="OutlookMessageHeader" lang="en-us" align="left">Don't get hung up on horsepower. You could double the horsepower, and still not see any appreciable change in water performance. (OK, lower mileage, more noise, more heat and a more foamy wake.) Hydrodynamics is cruel for a hull shaped like a brick.
<div class="OutlookMessageHeader" lang="en-us" align="left">Even if you had more horsepower, could you couple it into useful thrust? If you had more horsepower, then you would need larger diameter or steeper pitch propellers. The original props are matched pretty well already to coupling the OEM torque to thrust.
<div class="OutlookMessageHeader" lang="en-us" align="left">The Amphi is geared very high in first gear, so high that some people don't use it for street driving. You should be able to crawl up a ramp that truly frightens you. Tire traction is more of a factor than slope.
<div class="OutlookMessageHeader" lang="en-us" align="left">For land, more horsepower is nice. OTOH, upgrading the engine then suggests that you will need to upgrade the clutch, transmission bearings, differential andU-joints. Vehicle design is a systems problem; interacting sub-systems are all built not much better than they have to be. With a hotter engine, you are now working all of the rest of the drive train parts much harder. That means quicker wear and lower safety margins.
<div class="OutlookMessageHeader" lang="en-us" align="left">My prejudice is that I would rather have a smooth and reliable vehicle than to get an extra 10 MPH out of the top end.
<div class="OutlookMessageHeader" lang="en-us" align="left">I have always felt that air circulation is backwards on the Amphi. The outer louvers should face forward, to scoop air into the engine compartment. Then, the fan should push the air out past the radiator and have the air exit at the center, rear-facing louvers. Better aerodynamics, plus the engine fan would put a suction on the bilge, instead of a pressure as it now does. This is safer from a fumes standpoint, plus you wouldn't get the engine odor and hot air out of the shifter lever holes. All very reasonable, until you think about how those forward-facing outer louvers would also scoop up water from a wave. Oops, maybe rear-facing does have some value! <g>
<div class="OutlookMessageHeader" lang="en-us" align="left">Water cruising is when you need the most cooling. You are putting out continuous horsepower while moving very slowly, so there is maximum heat to shed and almost no ram air effect.

<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">
<div align="left">Ed Price
<div align="left">El Cajon, CA USA
<div align="left">67 Rust Guppy
<div align="left"></blockquote>

</blockquote>

Michael Echemann · Sep 29, 2006

Re: Re: 1500cc Triumph & cooling

<table style="BACKGROUND-COLOR: #ffffff" bgColor="#ffffff">
I agree owners should enjoy/modify their carsin whatever manner thatmakes them happy but in some ways I find all this discussioninteresting! I understand the desire for more power but I wonder where all the stock guys are on this list/subject. With values as the are I hear little about the benefits of cars being stock. At these prices buyers are quickly learning how these cars were originally. Do we really need disc brakesand fuel injection?No matter what you do with your Amphicar it's not likely any of us are going to need the braking power of a corvette. Possibly you would get better wet braking. 

Sometimes I would like to have more power but for the most part I enjoy using my Amphicar because it puts me back into the 1960's (not that I was driving in the 60's but I'm close :-)

. Short of safety items that is what I want from my Amphicar when I drive it.For me that is the main reason to have and enjoy it.

 


<blockquote style="PADDING-RIGHT: 0px; PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #000000 2px solid; MARGIN-RIGHT: 0px">
<div style="FONT: 10pt arial">----- Original Message -----
<div style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black">From: glennyrosa@comcast.net
<div style="FONT: 10pt arial">To: amphicar-lovers@yahoogroups.com
<div style="FONT: 10pt arial">Sent: Friday, September 29, 2006 12:19 PM
<div style="FONT: 10pt arial">Subject: Re: [amphicar-lovers] Re: 1500cc Triumph & cooling

<div id="ygrp-text">

Interesting. I haven't had to try it yet, but I have given thought to backing out of a ramp. I've had to back up hills with my 66hp diesel Mercedes before. I'm going to examine the tuning of my car and check the compression. I don't suspect anything to be too far out of line. The 2 ramps I spoke of were extremely steep. I was able to make it up the 1st one after disengaging the props and drainng the bilge and off loading pax. I had a pump failure and was carrying a pretty good load of water. The last ramp I was able to get up after disengaging the screws. Both were a struggle. I don't think the Merecedes would have made it up. Granted, my diesel has 277,000 miles and suffers asthma. Thanks Larry for your input.

glenn

<blockquote style="BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------
From: Larry & Nancy Solheim <amphi662001@yahoo.com>

<div id="ygrp-text">

Glenn, I'm a bit confused, too. It seems to me that you should have no problem driving up a ramp out of the water when in 1st gear. Perhaps you have another problem relating to engine timing or a slipping clutch? We are also based in the PacNW (although a bit futher north) and have also flat towed Amphi over 45K miles and launched/pulled out of innumerous lakes and rivers over the past 12 years or so. The only time I have had a ramp problem was when in 3rd gear (yeah, I did it) instead of 1st.

--Larry

glennyrosa@comcast.net wrote:
<blockquote class="replbq" style="BORDER-LEFT: #1010ff 2px solid">
<div id="ygrp-text">

Wow! I'm so confused. I read David Chapmins web info before I introduced this question. I'm a little confused with David's response. Capt'n B resolved my desire with the 1500cc engine. The 1300 sounds like a good alternative. I'll have to study the engine spec's a little closer. I'm not interested in the top end speed. I want the lower end torque to pull me outta the river. Big bore/short stroke. That's what the wife says anyway. I may be best off to fine tune what I have for now. I'm diesel kinda guy and would think that my little '814 banger Nissan truck motor would pull El Capitan in an ice storm. I'm afraid the tranny ratios may be outta sync like they'd be for a Spitfire engine mated to an Amphi tranny.

I also have had problems beaching alongfirm sandy bars. Can't do it. A seaplane amphib, no problem. Discouraging. I'm beginning to think that I need one of Duttons 4wd diesels for the Pacific NW. I love my car but I'm learningit's limitations fast. Need low end torque and/or 4wd for our steep ramps and beaches. The suitable ramps are few and far in betweenand I don't really enjoy pulling my'boat' outta the same ramp I entered. What's the point? I don't havta wait in traffic to cross the Columbia River on I-5 if I don't have to.

Time to explore the Willamette south of town. Maybe I'll find peace and tranquillity there.

Stuck in Oregon Glenn

ps: any comments on the Dutton would be great. not my 1st choice. it's just that i get bored going to the same ol' same ol' watering hole each time. need to explore more.

g
<blockquote style="BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------

</blockquote>
</blockquote>

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Tired of spam? Yahoo! Mail has the best spam protection around
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Michael Echemann · Sep 29, 2006

Re: Re: 1500cc Triumph & cooling

<table style="BACKGROUND-COLOR: #ffffff" bgColor="#ffffff">
I agree owners should enjoy/modify their carsin whatever manner thatmakes them happy but in some ways I find all this discussioninteresting! I understand the desire for more power but I wonder where all the stock guys are on this list/subject. With values as the are I hear little about the benefits of cars being stock. At these prices buyers are quickly learning how these cars were originally. Do we really need disc brakesand fuel injection?No matter what you do with your Amphicar it's not likely any of us are going to need the braking power of a corvette. Possibly you would get better wet braking. 

Sometimes I would like to have more power but for the most part I enjoy using my Amphicar because it puts me back into the 1960's (not that I was driving in the 60's but I'm close :-)

. Short of safety items that is what I want from my Amphicar when I drive it.For me that is the main reason to have and enjoy it.

 


<blockquote style="PADDING-RIGHT: 0px; PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #000000 2px solid; MARGIN-RIGHT: 0px">
<div style="FONT: 10pt arial">----- Original Message -----
<div style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black">From: glennyrosa@comcast.net
<div style="FONT: 10pt arial">To: amphicar-lovers@yahoogroups.com
<div style="FONT: 10pt arial">Sent: Friday, September 29, 2006 12:19 PM
<div style="FONT: 10pt arial">Subject: Re: [amphicar-lovers] Re: 1500cc Triumph & cooling

<div id="ygrp-text">

Interesting. I haven't had to try it yet, but I have given thought to backing out of a ramp. I've had to back up hills with my 66hp diesel Mercedes before. I'm going to examine the tuning of my car and check the compression. I don't suspect anything to be too far out of line. The 2 ramps I spoke of were extremely steep. I was able to make it up the 1st one after disengaging the props and drainng the bilge and off loading pax. I had a pump failure and was carrying a pretty good load of water. The last ramp I was able to get up after disengaging the screws. Both were a struggle. I don't think the Merecedes would have made it up. Granted, my diesel has 277,000 miles and suffers asthma. Thanks Larry for your input.

glenn

<blockquote style="BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------
From: Larry & Nancy Solheim <amphi662001@yahoo.com>

<div id="ygrp-text">

Glenn, I'm a bit confused, too. It seems to me that you should have no problem driving up a ramp out of the water when in 1st gear. Perhaps you have another problem relating to engine timing or a slipping clutch? We are also based in the PacNW (although a bit futher north) and have also flat towed Amphi over 45K miles and launched/pulled out of innumerous lakes and rivers over the past 12 years or so. The only time I have had a ramp problem was when in 3rd gear (yeah, I did it) instead of 1st.

--Larry

glennyrosa@comcast.net wrote:
<blockquote class="replbq" style="BORDER-LEFT: #1010ff 2px solid">
<div id="ygrp-text">

Wow! I'm so confused. I read David Chapmins web info before I introduced this question. I'm a little confused with David's response. Capt'n B resolved my desire with the 1500cc engine. The 1300 sounds like a good alternative. I'll have to study the engine spec's a little closer. I'm not interested in the top end speed. I want the lower end torque to pull me outta the river. Big bore/short stroke. That's what the wife says anyway. I may be best off to fine tune what I have for now. I'm diesel kinda guy and would think that my little '814 banger Nissan truck motor would pull El Capitan in an ice storm. I'm afraid the tranny ratios may be outta sync like they'd be for a Spitfire engine mated to an Amphi tranny.

I also have had problems beaching alongfirm sandy bars. Can't do it. A seaplane amphib, no problem. Discouraging. I'm beginning to think that I need one of Duttons 4wd diesels for the Pacific NW. I love my car but I'm learningit's limitations fast. Need low end torque and/or 4wd for our steep ramps and beaches. The suitable ramps are few and far in betweenand I don't really enjoy pulling my'boat' outta the same ramp I entered. What's the point? I don't havta wait in traffic to cross the Columbia River on I-5 if I don't have to.

Time to explore the Willamette south of town. Maybe I'll find peace and tranquillity there.

Stuck in Oregon Glenn

ps: any comments on the Dutton would be great. not my 1st choice. it's just that i get bored going to the same ol' same ol' watering hole each time. need to explore more.

g
<blockquote style="BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------

</blockquote>
</blockquote>

__________________________________________________

Tired of spam? Yahoo! Mail has the best spam protection around
http://mail.yahoo.com </blockquote>

</blockquote></img>

ECR staff · Sep 29, 2006

Re: Re: 1500cc Triumph & cooling

>I agree owners should enjoy/modify their cars in whatever manner
>that makes them happy but in some ways I find all this
>discussion interesting! I understand the desire for more power but
>I wonder where all the stock guys are on this list/subject. With
>values as the are I hear little about the benefits of cars being
>stock. At these prices buyers are quickly learning how these cars
>were originally. Do we really need disc brakes and fuel
>injection? No matter what you do with your Amphicar it's not likely
>any of us are going to need the braking power of a corvette.
>Possibly you would get better wet braking.

Since I have to fully rebuild my brakes, why not do it with updated discs?
If I had a fully functional stock car that ran and drove fine, and
maybe needed a tune up and some brake shoes, my personal upgrade list
would be much much shorter.... but since it is a basket case and any
form or "all original" is already out the window... I say upgrade.

Lets say buying all new brake parts (i'm in for drums, shoes,
cylinders, hoses, etc etc) cost X and doing discs costs about the
same as X or just slightly more, then upgrade is a no brainer. The
ease of service on disc is also a big appeal to me.

As for value (resale)... my kids will have to decide that after I
pass. I'm not selling so I could care less. ;-)

ECR
21 Tolman Road, Warren, ME 04864
ph: 207-594-8086 fax: 207-594-8120

http://www.eastcoastrover.com

ECR emails are for information exchange only, they are not quotes or
estimates. All work at ECR is done on a time and materials basis.
Install costs and overall project costs can not be given as used and
vintage vehicles vary greatly in condition.

http://www.eastcoastrover.com/FAQ.html

We suggest all 1993-1995 NAS Defender owners read this page:
http://www.eastcoastrover.com/110oillines.html

</td></tr>
Attachment: (text/enriched) [not stored]

ECR staff · Sep 29, 2006

Re: Re: 1500cc Triumph & cooling

>I agree owners should enjoy/modify their cars in whatever manner
>that makes them happy but in some ways I find all this
>discussion interesting! I understand the desire for more power but
>I wonder where all the stock guys are on this list/subject. With
>values as the are I hear little about the benefits of cars being
>stock. At these prices buyers are quickly learning how these cars
>were originally. Do we really need disc brakes and fuel
>injection? No matter what you do with your Amphicar it's not likely
>any of us are going to need the braking power of a corvette.
>Possibly you would get better wet braking.

Since I have to fully rebuild my brakes, why not do it with updated discs?
If I had a fully functional stock car that ran and drove fine, and
maybe needed a tune up and some brake shoes, my personal upgrade list
would be much much shorter.... but since it is a basket case and any
form or "all original" is already out the window... I say upgrade.

Lets say buying all new brake parts (i'm in for drums, shoes,
cylinders, hoses, etc etc) cost X and doing discs costs about the
same as X or just slightly more, then upgrade is a no brainer. The
ease of service on disc is also a big appeal to me.

As for value (resale)... my kids will have to decide that after I
pass. I'm not selling so I could care less. ;-)

ECR
21 Tolman Road, Warren, ME 04864
ph: 207-594-8086 fax: 207-594-8120

http://www.eastcoastrover.com

ECR emails are for information exchange only, they are not quotes or
estimates. All work at ECR is done on a time and materials basis.
Install costs and overall project costs can not be given as used and
vintage vehicles vary greatly in condition.

http://www.eastcoastrover.com/FAQ.html

We suggest all 1993-1995 NAS Defender owners read this page:
http://www.eastcoastrover.com/110oillines.html

</td></tr>
Attachment: (text/enriched) [not stored]

glennyrosa@comcast.net · Sep 29, 2006

Re: Re: 1500cc Triumph & cooling

<table>
I just went thru my brakes wishing the entire time a disc conversion was available. Safer. More reliable. Easier and less expensive to maintain. Sign me up!

glenn

<blockquote style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------
From: ECR staff <ecrover@midcoast.com>

> <excerpt><smaller>I agree owners should enjoy/modify their cars in
> whatever manner that makes them happy but in some ways I find all this
> discussion interesting! I understand the desire for more power but I
> wonder where all the stock guys are on this list/subject. With
> values as the are I hear little about the benefits of cars being stock.
> At these prices buyers are quickly learning how these cars were
> originally. Do we really need disc brakes and fuel injection? No
> matter what you do with your Amphicar it's not likely any of us are
> going to need the braking power of a corvette. Possibly you would get
> better wet braking.
>
> </smaller></excerpt><smaller>
>
> </smaller>Since I have t
o fully rebuild my brakes, why not do it with
> updated discs?
>
> If I had a fully functional stock car that ran and drove fine, and
> maybe needed a tune up and some brake shoes, my personal upgrade list
> would be much much shorter.... but since it is a basket case and any
> form or "all original" is already out the window... I say upgrade.
>
>
> Lets say buying all new brake parts (i'm in for drums, shoes,
> cylinders, hoses, etc etc) cost X and doing discs costs about the same
> as X or just slightly more, then upgrade is a no brainer. The ease of
> service on disc is also a big appeal to me.
>
>
> As for value (resale)... my kids will have to decide that after I pass.
> I'm not selling so I could care less. ;-)
>
>
>
>
>
> ECR
>
> 21 Tolman Road, Warren, ME 04864
>
> ph: 207-594-8086 fax: 207-594-
8120
>
>
> http://www.eastcoastrover.com
>
>
> ECR emails are for information exchange only, they are not quotes or estimates.
> All work at ECR is done on a time and materials basis. Install costs and overall
> project costs can not be given as used and vintage vehicles vary greatly in
> condition.
>
>
> http://www.eastcoastrover.com/FAQ.html
>
>
> We suggest all 1993-1995 NAS Defender owners read this page:
>
> http://www.eastcoastrover.com/110oillines.html
>
> </blockquote>

glennyrosa@comcast.net · Sep 29, 2006

Re: Re: 1500cc Triumph & cooling

<table>
I just went thru my brakes wishing the entire time a disc conversion was available. Safer. More reliable. Easier and less expensive to maintain. Sign me up!

glenn

<blockquote style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------
From: ECR staff <ecrover@midcoast.com>

> <excerpt><smaller>I agree owners should enjoy/modify their cars in
> whatever manner that makes them happy but in some ways I find all this
> discussion interesting! I understand the desire for more power but I
> wonder where all the stock guys are on this list/subject. With
> values as the are I hear little about the benefits of cars being stock.
> At these prices buyers are quickly learning how these cars were
> originally. Do we really need disc brakes and fuel injection? No
> matter what you do with your Amphicar it's not likely any of us are
> going to need the braking power of a corvette. Possibly you would get
> better wet braking.
>
> </smaller></excerpt><smaller>
>
> </smaller>Since I have t
o fully rebuild my brakes, why not do it with
> updated discs?
>
> If I had a fully functional stock car that ran and drove fine, and
> maybe needed a tune up and some brake shoes, my personal upgrade list
> would be much much shorter.... but since it is a basket case and any
> form or "all original" is already out the window... I say upgrade.
>
>
> Lets say buying all new brake parts (i'm in for drums, shoes,
> cylinders, hoses, etc etc) cost X and doing discs costs about the same
> as X or just slightly more, then upgrade is a no brainer. The ease of
> service on disc is also a big appeal to me.
>
>
> As for value (resale)... my kids will have to decide that after I pass.
> I'm not selling so I could care less. ;-)
>
>
>
>
>
> ECR
>
> 21 Tolman Road, Warren, ME 04864
>
> ph: 207-594-8086 fax: 207-594-
8120
>
>
> http://www.eastcoastrover.com
>
>
> ECR emails are for information exchange only, they are not quotes or estimates.
> All work at ECR is done on a time and materials basis. Install costs and overall
> project costs can not be given as used and vintage vehicles vary greatly in
> condition.
>
>
> http://www.eastcoastrover.com/FAQ.html
>
>
> We suggest all 1993-1995 NAS Defender owners read this page:
>
> http://www.eastcoastrover.com/110oillines.html
>
> </blockquote>

Mark Richardson · Sep 29, 2006

I also have begun the 1500cc experiment. I lived in hilly Tenn at
the time and wanted the extra torque to get up them thar hills so I
got a used 1500 and rebuilt it. I used ARP rod bolts, flat top high
compression pistions, and a mild cam and had it balanced and
professionally re-assembled. After moving to flat Wisc, the engine
is still sitting on the shelf as the 1147 does pretty well. A swap
would be a temporary departure from the otherwise stock restoration
and easily undone for those of pure original taste.
Seriously, how often do I ever drive the car at 70+, never. The
grunt of the extra CID is what I wanted. I also have the Weber DGV
set up ready to go on it thanks to John F. for doing much of the R &
D on this topic he is the expert. Yes, I have the clutch he sells
as well. Maybe someday I will drop it in and see what happens. Hard
to tear apart a car when I spent 5 years getting it running just
right.

>
> The 1500 engines are great around town and make the car drive
pretty
> much like a normal car but the long stroke of those engines means
it's
> not a good idea to run them above 70 MPH for long. At least that's
> what some people have told me.
>
@>
> wrote:
> >
> > My last post of the desire of more hp led me to the Amphicar
> > website. I had read where the 1500 Spitfire engine would bolt
right
> > in. Further investigation indicates that the 1500 has a cooling
> > problem. Right now my temp stays pretty much in the center
except
> >> > I could be sailing in bliss whilst I burn up my motor.
> >
> > It sounds as if I should leave well enough alone and to avoid
steep
> > ramps. I would be interested in hearing from others who have or
> > have tried the Spitfire engine. My experience with putting
larger
> > engines in airplanes has led mostly to disappointment. Either
the
> > performance improvement was too little gain for the expense, or
the
> > flight characteristics went from good to something of a lesser
> > value. Not always. But mostly.
> >
> >
>
>> >
> > glenn
> >
>

Mark Richardson · Sep 29, 2006

I also have begun the 1500cc experiment. I lived in hilly Tenn at
the time and wanted the extra torque to get up them thar hills so I
got a used 1500 and rebuilt it. I used ARP rod bolts, flat top high
compression pistions, and a mild cam and had it balanced and
professionally re-assembled. After moving to flat Wisc, the engine
is still sitting on the shelf as the 1147 does pretty well. A swap
would be a temporary departure from the otherwise stock restoration
and easily undone for those of pure original taste.
Seriously, how often do I ever drive the car at 70+, never. The
grunt of the extra CID is what I wanted. I also have the Weber DGV
set up ready to go on it thanks to John F. for doing much of the R &
D on this topic he is the expert. Yes, I have the clutch he sells
as well. Maybe someday I will drop it in and see what happens. Hard
to tear apart a car when I spent 5 years getting it running just
right.

>
> The 1500 engines are great around town and make the car drive
pretty
> much like a normal car but the long stroke of those engines means
it's
> not a good idea to run them above 70 MPH for long. At least that's
> what some people have told me.
>
@>
> wrote:
> >
> > My last post of the desire of more hp led me to the Amphicar
> > website. I had read where the 1500 Spitfire engine would bolt
right
> > in. Further investigation indicates that the 1500 has a cooling
> > problem. Right now my temp stays pretty much in the center
except
> >> > I could be sailing in bliss whilst I burn up my motor.
> >
> > It sounds as if I should leave well enough alone and to avoid
steep
> > ramps. I would be interested in hearing from others who have or
> > have tried the Spitfire engine. My experience with putting
larger
> > engines in airplanes has led mostly to disappointment. Either
the
> > performance improvement was too little gain for the expense, or
the
> > flight characteristics went from good to something of a lesser
> > value. Not always. But mostly.
> >
> >
>
>> >
> > glenn
> >
>

lah20car@aol.com · Sep 29, 2006

Re: Re: 1500cc Triumph & cooling

In a message dated 9/29/2006 3:48:31 PM Central Daylight Time, ecrover@midcoast.com writes:

<blockquote TYPE="CITE" style="BORDER-LEFT: #0000ff 2px solid; MARGIN-LEFT: 5px; MARGIN-RIGHT: 0px; PADDING-LEFT: 5px">Lets say buying all new brake parts (i'm in for drums, shoes,

cylinders, hoses, etc etc) cost X and doing discs costs about the

same as X or just slightly more, then upgrade is a no brainer.</blockquote>

I too was considering going with disc brakes after seeing Sam's setup last year as I felt a need for better stopping power but decided to go back with original after Sam saying he could do another set for around $4000 if one set ordered--- $2000 if 20 sets ordered.

I guess I spent under $400 doing the cylinders myself and sending off the linings to Gord, also if any one wants to use the VW bus master cylinder from anyplace for around $20 it works fine, you just have to taper the end of push rod an inch back form tip removing about 1/16 on each side, doesn't weaken anything as the original only touches the piston at the very tip just as the VW one does.

Soooo do disc brakes work ten times better than stock, mine work fine now, as all is back the way they should be but having said that, yea they still aren't great brakes.

Sam's disc brakes are works of art, if anyone wants disk brakes and has their wife's credit card number, go for it and give us a report.

lah20car@aol.com · Sep 29, 2006

Re: Re: 1500cc Triumph & cooling

In a message dated 9/29/2006 3:48:31 PM Central Daylight Time, ecrover@midcoast.com writes:

<blockquote TYPE="CITE" style="BORDER-LEFT: #0000ff 2px solid; MARGIN-LEFT: 5px; MARGIN-RIGHT: 0px; PADDING-LEFT: 5px">Lets say buying all new brake parts (i'm in for drums, shoes,

cylinders, hoses, etc etc) cost X and doing discs costs about the

same as X or just slightly more, then upgrade is a no brainer.</blockquote>

I too was considering going with disc brakes after seeing Sam's setup last year as I felt a need for better stopping power but decided to go back with original after Sam saying he could do another set for around $4000 if one set ordered--- $2000 if 20 sets ordered.

I guess I spent under $400 doing the cylinders myself and sending off the linings to Gord, also if any one wants to use the VW bus master cylinder from anyplace for around $20 it works fine, you just have to taper the end of push rod an inch back form tip removing about 1/16 on each side, doesn't weaken anything as the original only touches the piston at the very tip just as the VW one does.

Soooo do disc brakes work ten times better than stock, mine work fine now, as all is back the way they should be but having said that, yea they still aren't great brakes.

Sam's disc brakes are works of art, if anyone wants disk brakes and has their wife's credit card number, go for it and give us a report.

WB6WSN · Sep 29, 2006

RE: Re: 1500cc Triumph & cooling

<table>
<blockquote style="MARGIN-RIGHT: 0px">
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">From: amphicar-lovers@yahoogroups.com [mailto:amphicar-lovers@yahoogroups.com] On Behalf Of ECR staff
Sent: Friday, September 29, 2006 1:33 PM
To: amphicar-lovers@yahoogroups.com
Subject: Re: [amphicar-lovers] Re: 1500cc Triumph & cooling


<blockquote>I agree owners should enjoy/modify their cars in whatever manner that makes them happy but in some ways I find all this discussion interesting! I understand the desire for more power but I wonder where all the stock guys are on this list/subject. With values as the are I hear little about the benefits of cars being stock. At these prices buyers are quickly learning how these cars were originally. Do we really need disc brakes and fuel injection? No matter what you do with your Amphicar it's not likely any of us are going to need the braking power of a corvette. Possibly you would get better wet braking.
<>smaller></blockquote>

<>smaller>Since I have to fully rebuild my brakes, why not do it with updated discs?
If I had a fully functional stock car that ran and drove fine, and maybe needed a tune up and some brake shoes, my personal upgrade list would be much much shorter.... but since it is a basket case and any form or "all original" is already out the window... I say upgrade.

Lets say buying all new brake parts (i'm in for drums, shoes, cylinders, hoses, etc etc) cost X and doing discs costs about the same as X or just slightly more, then upgrade is a no brainer. The ease of service on disc is also a big appeal to me.

As for value (resale)... my kids will have to decide that after I pass. I'm not selling so I could care less. ;-)

ECR

It's hard to argue against better performance and safety, but I'll try! <g>

Consider that the Amphi is very much alone in the world of classic vehicles. If it were not for the efforts of a few zealots, and the IAOC in general, enjoying a running and swimming Amphi would be an even more restricted pleasure. We support each other with knowledge, replacement partsand advice, and that's only possible as long as your vehicle remains an "Amphi."If you want to do something way out of the mainstream (like disc brakes), you will have to find your own way. Maybe a few members could offer theoretical advice, but it will be you alone who is the sole world expert on the task.

If you're up to it, then have fun. OTOH, make sure you pass your skills down to your kids along with your customized Amphi. Eventually, sonny will have to do a rebuild, and he may not be as devoted to experimentation as you are. He can't depend on a local dealer, a service company, NAPA or Whitney; you can just imagine the look they'll give him when he say he wants a new rotor for a '65 Amphicar. (Not only will he get the famous"An Amphi- what?", but they might also be smart enough to assure him that Amphis all had drum brakes.)

Themost generous thingyou can do is document your project and share it with the IAOC & group members. <g> I wish you luck, whether you do a conservative rebuild or follow your imagination.

<div align="left">
<div align="left">
<div align="left">Ed Price
<div align="left">El Cajon, CA USA
<div align="left">67 Rust Guppy
<div align="left"></blockquote>

WB6WSN · Sep 29, 2006

RE: Re: 1500cc Triumph & cooling

<table>
<blockquote style="MARGIN-RIGHT: 0px">
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">From: amphicar-lovers@yahoogroups.com [mailto:amphicar-lovers@yahoogroups.com] On Behalf Of ECR staff
Sent: Friday, September 29, 2006 1:33 PM
To: amphicar-lovers@yahoogroups.com
Subject: Re: [amphicar-lovers] Re: 1500cc Triumph & cooling


<blockquote>I agree owners should enjoy/modify their cars in whatever manner that makes them happy but in some ways I find all this discussion interesting! I understand the desire for more power but I wonder where all the stock guys are on this list/subject. With values as the are I hear little about the benefits of cars being stock. At these prices buyers are quickly learning how these cars were originally. Do we really need disc brakes and fuel injection? No matter what you do with your Amphicar it's not likely any of us are going to need the braking power of a corvette. Possibly you would get better wet braking.
<>smaller></blockquote>

<>smaller>Since I have to fully rebuild my brakes, why not do it with updated discs?
If I had a fully functional stock car that ran and drove fine, and maybe needed a tune up and some brake shoes, my personal upgrade list would be much much shorter.... but since it is a basket case and any form or "all original" is already out the window... I say upgrade.

Lets say buying all new brake parts (i'm in for drums, shoes, cylinders, hoses, etc etc) cost X and doing discs costs about the same as X or just slightly more, then upgrade is a no brainer. The ease of service on disc is also a big appeal to me.

As for value (resale)... my kids will have to decide that after I pass. I'm not selling so I could care less. ;-)

ECR

It's hard to argue against better performance and safety, but I'll try! <g>

Consider that the Amphi is very much alone in the world of classic vehicles. If it were not for the efforts of a few zealots, and the IAOC in general, enjoying a running and swimming Amphi would be an even more restricted pleasure. We support each other with knowledge, replacement partsand advice, and that's only possible as long as your vehicle remains an "Amphi."If you want to do something way out of the mainstream (like disc brakes), you will have to find your own way. Maybe a few members could offer theoretical advice, but it will be you alone who is the sole world expert on the task.

If you're up to it, then have fun. OTOH, make sure you pass your skills down to your kids along with your customized Amphi. Eventually, sonny will have to do a rebuild, and he may not be as devoted to experimentation as you are. He can't depend on a local dealer, a service company, NAPA or Whitney; you can just imagine the look they'll give him when he say he wants a new rotor for a '65 Amphicar. (Not only will he get the famous"An Amphi- what?", but they might also be smart enough to assure him that Amphis all had drum brakes.)

Themost generous thingyou can do is document your project and share it with the IAOC & group members. <g> I wish you luck, whether you do a conservative rebuild or follow your imagination.

<div align="left">
<div align="left">
<div align="left">Ed Price
<div align="left">El Cajon, CA USA
<div align="left">67 Rust Guppy
<div align="left"></blockquote>

glennyrosa@comcast.net · Sep 29, 2006

RE: Re: 1500cc Triumph & cooling

<table>
I, myself like stock vehicles, but the Amphi just shouts 'have fun with me'! If I had the means I'd be replacing my rear quarters with the '57 Chevy. I see that it has already been done and I say kudos. Most peoplemistake my car as a Studebaker. Imagine the perplexed looks with Chevy trim. As long as it still floats, it will always be an Amphicar. Sorry purist. 

Oh, the other question I get most often is 'How long did it take you to build that?".

I heard rumor of someone working on an electric top. I have had my eyes on a Mustang mechanisum. Simple and reliable. Much rather have another person figure it out. Anyone know how that is going?



glenn

<blockquote style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------
From: "WB6WSN" <wb6wsn@cox.net>

<div id="ygrp-text">

<blockquote>
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">From: amphicar-lovers@yahoogroups.com [mailto:amphicar-lovers@yahoogroups.com] On Behalf Of ECR staff
Sent: Friday, September 29, 2006 1:33 PM
To: amphicar-lovers@yahoogroups.com
Subject: Re: [amphicar-lovers] Re: 1500cc Triumph & cooling


<blockquote>I agree owners should enjoy/modify their cars in whatever manner that makes them happy but in some ways I find all this discussion interesting! I understand the desire for more power but I wonder where all the stock guys are on this list/subject. With values as the are I hear little about the benefits of cars being stock. At these prices buyers are quickly learning how these cars were originally. Do we really need disc brakes and fuel injection? No matter what you do with your Amphicar it's not likely any of us are going to need the braking power of a corvette. Possibly you would get better wet braking.
</blockquote>

Since I have to fully rebuild my brakes, why not do it with updated discs?
If I had a fully functional stock car that ran and drove fine, and maybe needed a tune up and some brake shoes, my personal upgrade list would be much much shorter.... but since it is a basket case and any form or "all original" is already out the window... I say upgrade.

Lets say buying all new brake parts (i'm in for drums, shoes, cylinders, hoses, etc etc) cost X and doing discs costs about the same as X or just slightly more, then upgrade is a no brainer. The ease of service on disc is also a big appeal to me.

As for value (resale)... my kids will have to decide that after I pass. I'm not selling so I could care less. ;-)

ECR

It's hard to argue against better performance and safety, but I'll try! <g>

Consider that the Amphi is very much alone in the world of classic vehicles. If it were not for the efforts of a few zealots, and the IAOC in general, enjoying a running and swimming Amphi would be an even more restricted pleasure. We support each other with knowledge, replacement partsand advice, and that's only possible as long as your vehicle remains an "Amphi."If you want to do something way out of the mainstream (like disc brakes), you will have to find your own way. Maybe a few members could offer theoretical advice, but it will be you alone who is the sole world expert on the task.

If you're up to it, then have fun. OTOH, make sure you pass your skills down to your kids along with your customized Amphi. Eventually, sonny will have to do a rebuild, and he may not be as devoted to experimentation as you are. He can't depend on a local dealer, a service company, NAPA or Whitney; you can just imagine the look they'll give him when he say he wants a new rotor for a '65 Amphicar. (Not only will he get the famous"An Amphi- what?", but they might also be smart enough to assure him that Amphis all had drum brakes.)

Themost generous thingyou can do is document your project and share it with the IAOC & group members. <g> I wish you luck, whether you do a conservative rebuild or follow your imagination.

<div align="left">
<div align="left">
<div align="left">Ed Price
<div align="left">El Cajon, CA USA
<div align="left">67 Rust Guppy
<div align="left"></blockquote>

</blockquote>

glennyrosa@comcast.net · Sep 29, 2006

RE: Re: 1500cc Triumph & cooling

<table>
I, myself like stock vehicles, but the Amphi just shouts 'have fun with me'! If I had the means I'd be replacing my rear quarters with the '57 Chevy. I see that it has already been done and I say kudos. Most peoplemistake my car as a Studebaker. Imagine the perplexed looks with Chevy trim. As long as it still floats, it will always be an Amphicar. Sorry purist. 

Oh, the other question I get most often is 'How long did it take you to build that?".

I heard rumor of someone working on an electric top. I have had my eyes on a Mustang mechanisum. Simple and reliable. Much rather have another person figure it out. Anyone know how that is going?



glenn

<blockquote style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">-------------- Original message --------------
From: "WB6WSN" <wb6wsn@cox.net>

<div id="ygrp-text">

<blockquote>
<div class="OutlookMessageHeader" lang="en-us" dir="ltr" align="left">From: amphicar-lovers@yahoogroups.com [mailto:amphicar-lovers@yahoogroups.com] On Behalf Of ECR staff
Sent: Friday, September 29, 2006 1:33 PM
To: amphicar-lovers@yahoogroups.com
Subject: Re: [amphicar-lovers] Re: 1500cc Triumph & cooling


<blockquote>I agree owners should enjoy/modify their cars in whatever manner that makes them happy but in some ways I find all this discussion interesting! I understand the desire for more power but I wonder where all the stock guys are on this list/subject. With values as the are I hear little about the benefits of cars being stock. At these prices buyers are quickly learning how these cars were originally. Do we really need disc brakes and fuel injection? No matter what you do with your Amphicar it's not likely any of us are going to need the braking power of a corvette. Possibly you would get better wet braking.
</blockquote>

Since I have to fully rebuild my brakes, why not do it with updated discs?
If I had a fully functional stock car that ran and drove fine, and maybe needed a tune up and some brake shoes, my personal upgrade list would be much much shorter.... but since it is a basket case and any form or "all original" is already out the window... I say upgrade.

Lets say buying all new brake parts (i'm in for drums, shoes, cylinders, hoses, etc etc) cost X and doing discs costs about the same as X or just slightly more, then upgrade is a no brainer. The ease of service on disc is also a big appeal to me.

As for value (resale)... my kids will have to decide that after I pass. I'm not selling so I could care less. ;-)

ECR

It's hard to argue against better performance and safety, but I'll try! <g>

Consider that the Amphi is very much alone in the world of classic vehicles. If it were not for the efforts of a few zealots, and the IAOC in general, enjoying a running and swimming Amphi would be an even more restricted pleasure. We support each other with knowledge, replacement partsand advice, and that's only possible as long as your vehicle remains an "Amphi."If you want to do something way out of the mainstream (like disc brakes), you will have to find your own way. Maybe a few members could offer theoretical advice, but it will be you alone who is the sole world expert on the task.

If you're up to it, then have fun. OTOH, make sure you pass your skills down to your kids along with your customized Amphi. Eventually, sonny will have to do a rebuild, and he may not be as devoted to experimentation as you are. He can't depend on a local dealer, a service company, NAPA or Whitney; you can just imagine the look they'll give him when he say he wants a new rotor for a '65 Amphicar. (Not only will he get the famous"An Amphi- what?", but they might also be smart enough to assure him that Amphis all had drum brakes.)

Themost generous thingyou can do is document your project and share it with the IAOC & group members. <g> I wish you luck, whether you do a conservative rebuild or follow your imagination.

<div align="left">
<div align="left">
<div align="left">Ed Price
<div align="left">El Cajon, CA USA
<div align="left">67 Rust Guppy
<div align="left"></blockquote>

</blockquote>

1500cc Triumph & cooling

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