Seat Cover Jim’s

Trying to pick the seat upholstery for Mavis is like choosing one outfit to wear every day for the rest of your life.  Dramatic, I know, but unless you’re Steve Jobs or don’t give a shit, that would suck.  Currently, Mavis is donning the equivalent of a wallflower’s dress that’s been dragged through the dirt.

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I liked the idea of finding the fabric first, then basing the car color on that.  I knew that I was leaning towards green, so after seeing this phenomenal fabric in a ’75 Maverick, I was determined to find it.

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My dream fabric!  The original from 1975.

You can see how Ford was going for that Western feel with the Native American blanket like fabric and of course, naming the car ‘Maverick’, like the wild beast that it is.  In fact, this ad from 1970 really drives this vibe home.

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But then there’s this…a bit confusing, but good to know that this car will get me to and from my dive trips to the lake…with a little more jazz.

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There’s an auto upholstery shop in Denver that had book after book of amazing Ford fabrics throughout the ’70’s.  I think I spent about 2 hours pouring over swatches in their back room.  There was a possibility of ordering some of these vintage fabrics!

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I looked at fuzzy stuff…too itchy:

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Knitted vinyl anyone?  Without AC in the car, this option seemed a bit ‘sweaty’ if you get my drift:

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I even found Mavis’s original sad sad fabric, #2123 below:

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Then I found it…the original fabric from the ’75 Mav I fell in love with, swatch number 512.

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The owner of the shop boasted the whole time about his connections and how he had a line on vintage fabrics.  When I showed him this he said, “Yeah, but not that one.”  Anyway, if he had been able to get his hands on it, it would have run me about $300 a yard.  I’d determined I needed about 5 yards, so this was a no-go, but it was already a no-go because I couldn’t fucking find it.  At this point, I’d fallen for the green stripe look, so I carried on, searching for another green striped fabric in my price range.

Over a year ago, in Kentucky, Pop and I had found a third generation upholstery operation called, appropriately, Seat Cover Jim’s.  Now Jim is a good guy, as was his father Jim and I can only assume the same for his grandfather, Jim.  I liked their sign, it leaves nothing to the imagination.

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When we first met Jim, he thought that maybe grandpa had a stash of that amazing ’75 fabric tucked away in his warehouse.  Now Jim could not be a nicer guy, but he is the epitome of the concept that everything goes a little slower down south.  Momma and Pop call it, “Kentucky Time.”  I think I waited an agonizing 4 months before he actually walked over to the warehouse to look for the fabric, only to tell me he didn’t have it.   But can you blame him?  Look at the thing!

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But Seat Cover Jim did come through for me in the long run.  He found a beautiful, affordable, green striped upholstery fabric that I really liked.  He ordered it, I waited over a year, then my seats were done!  I’m giving Jim a hard time, but the reality is that I’m not close to being done with the car and the seats are really the last thing I’ll install.  He probably could have dragged it out another year or so.  But, without further ado….the seats.  Aren’t they pretty!!??

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Seat Cover Jim III did a beautiful job and has been nothing but kind throughout the whole project.  Thank you, Seat Cover Jim, for being a part of Mavis’ rebirth.  And if anyone is on “Kentucky Time”, it’s me, as July was the start of the 4th year since I first felt the tickle of Mavis in my para menopausal womb.  But, things are speeding up! As of this writing, Mavis has received her rockin’ 6- banger and we’re hoping to start her up next visit!  Yes, you heard me right.  Stay tuned and much love!

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Me with Jim, son of Jim, son of Jim.

Carl’s Automotive Machine Shop

Carl’s Machine Shop opened in 1988 in Calvert City, KY.  It’s a small garage with an adjoining office that cranks out some big stuff.  Carl’s daughter, Carla, runs the shop with her husband Michael as the lead machinist.  The combined knowledge between the two of them is unbelievable.

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Carla and Micheal of Carl’s Automotive

Pop and I were literally talking about who to bring Mavis’s straight 6 to for some machining when we passed Carl’s.  Pulling in I was already nervous about how “Carl” would react to being asked about souping up a little 200.  “We only work on V8’s.” “No specialty jobs.” “Why would you waste time and money trying to build that thing up?”  Michael was working on a opposed 6 cylinder engine when we approached through the open garage door.  We explained our situation and what we were attempting to do and he lit up.  “I just finished a 3 carb set up on a 200 for a guy last week.” Hot damn. Michael was our man!

The real engine work is what really blows Pop’s skirt up.  He’ll let me clean bolt threads and wet sand all day, but when it comes to the mechanical shit, I’ve gotten my share of love shoves.

Love Shove: When Pop wants you to move, so he can basically take over what you are trying to do, he will use his body to ever so gently move you out of the way while his attention remains on what you are doing.  Next thing you know, he is now working on what you were working on and you’re not quite sure how it happened.

I (sort of) gave Pop free reign on the decision making around the engine and its performance.  First thing he did was purchase The Ford Falcon 6 Cylinder Performance Handbook by brothers David and Dennis Schjeldahl.  It contains about every thing humanly possible to do to get more power out of our little 200.

Then he and Michael co-conspired on how to spend as much of my money as possible.  Kidding, but really, they came up with a plan to punch up the power.  Here’s the skinny:

The weakest aspect of the little Ford 200 6 cylinder is the integral intake manifold.  In other words, the manifold is a part of the engine head casting.  Besides being set up only for a small, one barrel carburetor, castings can be rough, limiting, and obstruct a smooth air/fuel mixture.  To cure this problem, we had Michael install a two barrel carburetor adapter plate, increasing air intake from roughly 110 cfm’s to 240 cfm’s.  So now we can cram 240 cubic feet of air/fuel mixture per minute into the combustion chamber, doubling what we had before.  More air, more gas, more power!

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An example of Michael’s top notch machine work.

To get this increased mixture to the cylinders, we had Michael install oversized stainless steel valves with new stock springs and .060 shims.  According to old turbo 200ci Mustang racers, this should be good for 6000rpm without valve float.  (Valve float: When the valves do not follow the cam or ‘float’, they can actually run into the piston tops.)  This is more than enough, as I told Pop we’ll redline at 5K at the most.  He looked at me with a grin and said, “maybe.”

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We also had Michael add a 3 angle cut on the valves.

He ported the head, enlarging the intake and exhaust passages.  Michael also installed an exhaust port divider on the Siamese number 3 and 4 ports, which stops possible exhaust induction back into the engine at the exhaust port, making the outflow of the exhaust smoother.  There’s arguments for and against doing this.  Some say it adds 5 or so more horsepower, some say it doesn’t do a damn thing.  We’re betting on the horse power.

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Beautiful!

To finish the top end, we’re dumping the exhaust into oversized, stainless steel headers (BIG exhaust pipes).  These will be revealed at a later date.

On the bottom end, or the block, he bored the cylinders .060 of an inch over which cleans up any old scores and imperfections and will give us another few cubic inches. We installed flat-topped pistons, which will raise our compression ratio, adding more torque and power.  We turned the crankshaft .010 under on the rod and main bearing journals, again, cleaning up any imperfections or misalignment.  Our little inline 200ci 6 cylinder has 7 main bearings, making her virtually indestructible.  A 350ci GM V8, for example, has 5 main bearings.

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We’ll be running the stock camshaft, great low-end torque, with hydraulic lifters and adjustable 1.6 to 1 ratio rocker arms.  Stock rocker arms are 1.5 to 1 ratio.  1.6 gives us approximately .034in increased valve opening.

Soon to come, electronic ignition for the big spark we need and a Autolite/Holly 2V carburetor (also known as a 2 barrel).

Pop says, “We’re hoping to pull 200 horse power out of this little girl.” The stock rating was 91.  Dear Lord, what have I gotten myself into?

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Carl’s Automotive Machine Shop

To close, I must extend a very big thank you to Michael, Carla and the team at Carl’s Automotive.  Once we got the engine home for the build out, Michael continued to be available to us for questions and advice.  Check out his Instagram account where he pulls in a couple thousand viewers by posting videos of machining crankshafts.  Good guy, good family, good peeps.

 

Bitchin’ Camaro

Beth was the proud president of the Asshole Driver’s Club, but it wasn’t because she was an asshole, she really wasn’t.  She just didn’t pay attention as well as some when behind the wheel.  She paid attention to everything else; you, the conversation, the music, the journey, the destination.  She was the one who turned at the last second, sans signal.  Crossed three lanes of traffic to exit.  Swerved from one lane into the other while fully turning around to laugh with someone in the back seat.  Driving with Beth was a harrowing, sometimes terrifying experience.

In high school, Beth drove her step-dad Bob’s old light blue Camaro.  I had known that car from my youth.  When we were kids, Bob and Kate in the front seat and Beth and I in the back, some teenager in a Jeep tagged us hard from behind at a red light.  The kid came up to the driver’s side window to tell Mr. Cieslak that he had hit him.  Bob responded the only way one could in such a situation.  He said, “no shit.”

By the time the Camaro was passed down to Beth, it had been given the title of Bitchin’ Camaro (thank you, Dead Milkmen) and had seen better days.  Still, we would park it across two spaces in the high school lot out of respect for its history and because we thought it was hilarious.  Once, when I was (not supposed to be) driving it, Beth was in the passenger seat with her feet up, flat against the windshield.  I took a left into the 7/11 and pop!, the windshield cracked from side to side.  Then there is the epic story of Beth somehow hooking her front fender over someone’s back fender in a movie theater parking lot.  It took about 5 of the high school jocks to lift the entire front end of the Camaro to free it.  I don’t remember the details, but I would bet anything Beth left a note, because she truly wasn’t an asshole.

She was a sweet heart.  She was hilarious, and brilliant and loving and my best friend since 1977.  Beth passed away earlier this year and I still can’t wrap my head around it.  I’ve been down to work on Mavis twice since she died but writing about that before acknowledging her death didn’t feel right.  She and my girls, Michele, Lisa and Darice, were the first I told about my Mavis mission and they were yelling ‘yes’ even before I finished explaining the idea.  Beth would write or call me after each blog post, telling me how hard she laughed, or cried, always telling me how proud she was that I was tackling this crazy feat.  The last time I heard her voice was on the phone while she sat in her basement digging up old pictures of us for my last post, Titties, Trauma and Transmission.  Another of the long list of memories we created over our 40-year friendship.

Driving to work at the end of this past January I was overcome with a feeling of dread deep in my heart.  The tears came so fast, blurring the road and forcing me to turn back home.  I made it into the house and weak kneed, supporting myself against the kitchen counter, I sobbed.  I said out loud to no one, “something’s not right.”  And it wasn’t.  Beth would die that night.

So, I’ve been struggling and don’t know if, or when, that will ever end.  But I do know that Beth would want me to continue this journey.  Bringing Mavis back to life, accomplishing something new, sharing time with people I love.  We’ve always been a bit cosmically connected.  She’ll know, she’ll watch as I reach my goal.  Then I’ll take a long ride, play ABBA real loud and try not to drive like an asshole.  Love you Bether.

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Car Folks

Maverick Mike from the Maverick forum told us about a gathering in Somerset, KY in July.  Fellow Maverick lovers get together and show off their pride and joys or projects in the works and yuk it up about Maverick life.  Unfortunately, I couldn’t go, but Momma and Pop were able to hit it and represent for me and Mavis.  Although I’ve given some of the forum guys a little shit, it’s all in jest because car people really truly care about other car people.  They want to help with advice, share stories and tips and generally support the passion.  The P’s said that all of the folks at the gathering could not have been nicer.

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Maverick Mike with his ’72 Mav which he has driven as fast as 117mph (so far).

 

Car shows and gatherings are also great places to find that ever elusive part you’re looking for.  Pop met a great guy named Tony Rahm.  Tony is known for having a lot of parts stashed away in his wood shop, so Pop mentioned that Mavis had come with pins to hold the hood down but no hood latch.  He gave him his card and asked Tony to let him know if he ever came across one, that we’d buy it.  Later in the day Tony approached Pop with, guess what, an upper hood latch.  Said he had to go by his shop anyway and handed it to him.  Pop took out his wallet asking what he wanted for it and Tony told him to put it away.  He wasn’t going to take any money for it.  That’s just good peeps.

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Pop, Tony and the hood latch.  Tony, you’re a gem, thank you!!

More pics from the Maverick gathering:

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Forum member Frank’s ’73 Grabber is named Patches, due to the fact that he has pieced the body together and has yet to paint the thing.

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Patches was honored with its pic on this years t shirt.  Something I aspire to.

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The closest thing to Mavis.  Four lug wheels, and a 200ci Inline 6.

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Not much has been changed since the factory, but for the custom wheels and color.

I’m here in KY for a couple weeks and we were all over the Cadiz Cruz-In, a local car show the first Saturday of every month.   Pop and I continue to wring our hands over our brake situation and the fact that we absolutely cannot find a larger drum brake for the rear axle than the dinky, unsafe 9” drums (that we threw away…don’t want to talk about it).  Giving up on drums entirely,  we now find ourselves looking for discs for the back.

We finally, FINALLY thought we had found a disc brake kit that would work for Mavis.  All of the dimensions were right but for one.  It’s called the ‘flange offset’ and it’s kicking our asses.  The kit calls for an offset of 2.8 inches, ours is 2.  It makes absolutely no sense why our 8” differential doesn’t have what everyone is saying all of the other 8” back ends have, a 2.8” flange offset, but it doesn’t.  Word on the street is that back in the day, Ford factories would switch up parts depending on what they had laying around.  So discovering that your old Ford has a slightly different part than other Fords of the same year is not uncommon.  (I recently learned the Henry Ford would use wood from shipping crates as the floor boards for his Model-T’s.  Great reuse of materials, but unfortunately doesn’t make him any less of a dick.)

So, circling back to the car show and why all of this is important.  We think one of our only hopes is to find a 7.25” Ford differential as we have come to believe that it will have axles with the 2.8″ flange offset we so desperately need.  (It also needs to have the right length and spline count.)  Now, you can’t just order up a 7.25″ Ford backend, no one makes this shit anymore.  You have to find it, or rather search for it in salvage yards, in barns and overgrown backyards, through car forums, or, in some cases, on a car just about ready to get crushed in a scrap yard.  We heard from our buddy Curt that he had seen a Maverick at the local metal recycle yard, so we hauled ass over there, only to find that it had been crushed only days earlier.

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Pop looking at a pile of scrap crap where an old Mav once sat, perhaps trying to will it back.

There was only one Mustang at the Cadiz car show that night, and we asked the owner straight up if he had or had a line on old Ford rear ends.  He said no, but that his friend “right here” just pulled one out of a Mustang days before.  His friend Marty proceeded to pull out his phone and show us a 4 lug backend.  Said he had no use for it and that it was a…wait for it…7.25″.  Holy crap.

Marty said he’d call us to set up a time we could come get it for $100.  We may have the ultimate solution if everything measures up.  We could have either beautiful, safe disc brakes on Mavis’s original 8” back end, or, we may have a 150 pound piece of scrap metal.  And that’s only IF he calls us.  Our back brake dilemma has come down to one question:

Is Mustang Marty Miller a man of his word?

5 DAYS LATER

Aaaaaaand, yes!  Marty Miller IS a man of his word!  He called and we swung by his place to pick up the back end.  Paid him the $100, exchanged contact info and took a look at his project car, a ’65 Mustang fastback.  (Which means the back of the hood slopes down into the end of the ‘trunk.’)

 

I hate to say it, but once we got it home and pulled everything apart, we found that the offset was exactly the same as ours.  Long story short, it won’t work for the disc brakes we wanted.  But Marty proved again that car folks are good folks and at least we’ve made a new friend out of the deal.

So, we’re going back to basics and shit-canning the rear disc brake idea.  We’ve already found another set of 9″ rear drum brakes through a friend of Pop’s, Mark, another car guy.  I think we are both almost relieved to come to a final decision about the back brakes and move on.