Finally here: Iso Horn buttons!!

It’s been a long road to have these manufactured the right way but in the end our efforts got rewarded big time! I have been keeping you updated on the process and how I had to reject the first production run of these. But the manufacturer (USA made) understood my complaints and reworked the molds and process and the result is no more than stunning. I decided on manufacturing the two most popular of the three versions and will thus be able to supply most of the Isos who need one.

They are perfectly factory correct in every detail and will complete any restoration. We made sure the gold and silver have the correct tone and shine while making sure the whole unit has an even better UV-stability than the originals. Because Isos own horn button production shows some dimensional tolerances I also had a limited amount of horn button beds made – just in case there is any doubt these buttons will fit your car. However, in 99% of all cases they will fit and they only need replaced when yours is broken or worn out.

I will try to get them up on my site as soon as I can so some of these can be used as a unique Christmas present. Thank you everybody involved in this project – another journey with a great ending!

Looking back at 2018 Monterey Car Week.

Finally time for an update!!

We have had some time to relax after the hectic Monterey Car Week. The Iso insiders already knew I was working on getting the unbelievable Grifo #405 ready to be shown. This car was found in Oregon after being stored for 38 years in a humid environment, never moved from it’s position other than finally moved from an open pole barn to a concrete building. Not on it’s own power, the motor and brakes were locked up and basically the car was unsafe when found. It had a total of 005950 Miles racked up before being stored. It was my intention to show it in the Preservation Class at Pebble Beach. After several discussions with the “judges” I decided to not change anything about the car until it was shown on the lawn… Unfortunately on April first (no joke) I received a letter from the “committee” explaining that without further given reasons this Grifo would not be accepted in their Preservation Class. So I had 4 months to get the car ready for Monterey Week!

First I had to pull the motor because it was just a lump of rust and it was seized – water had been running into it and I wasn’t able to turn it even with the tallest wrench.

To just get an idea of what humidity does to a car take a look in the trunk. (Which I called a bio-hazard) The aluminum vent tube form the gas tank was corroded off the tank – it had to be rewelded to be safe and functional.

At the same time I opened the transmission and found the owner hasn’t been too nice on the synchros. I put in original ZF parts and the motor received new bearings, seals and gaskets but stayed as standard as it was. No modifications, all clamps and hoses were either restored or exchanged for OEM ones. Built to 1973 Mustang specs, with it’s unique dual point distributor – it was soon ready to rumble!

Talking about rumble: this Grifo still had it’s factory original exhaust system! So I restored it and this is now the only Grifo I know of with a factory exhaust system.

While the drive train was out I could tackle the body and suspension parts and get the engine bay ready for serious detail work. All steering, cooling, electrical and brake parts were restored to stock configuration. Even the hood springs got their cloth liner back.

All components got powder coated and all usable hardware was cad plated – luckily my daughter June we on vacation to help me figure out the mess I made with the nuts and bolts, hahaha!! She learned when she was just 7 or 8 so she’s used to it.

I turned everything from a rusted pile into a factory new look, complete with all new bushings, bearings and shocks.

The paint itself was left untouched, my “dent-guy” Steve made sure the old “mechanics dents” were taken care of and the panels are straight like new. Cheers Steve Brown!

The drive train was put back, everything restored like factory specs and the first test run was done 8 days before Monterey Car week began!

The interior was taken out and the rodent nests removed, it needed a new headliner because that’s where they lived. The bumpers were straightened, all stainless polished and a few days before Monterey I was still mounting the bumpers.

The car was scheduled to be on the lawn in Monterey Saturday morning but Friday night the trucked called me to tell me his truck broke down – I had to figure out how to get the car to Monterey! After a long night of phone calls and not being able to hire anyone to pick it up I decided to take it out of the trailer and make it’s first test drive right up to the lawn! To make a (very!) long story short; it got there in good order and we had time to detail it for the show. It was shown with fully original interior (except new headliner), fully original paint, wheels, tires, exhaust system and sheet metal.

Needless to say – it was a great success! We had 8 Isos on the lawn – one of the biggest attendances the last few years. Grifo 405 won Second in class and a First prize with the Iso-Bizzarrini Club. The people I spoke to about the car all agreed that this Grifo is very unique and the Iso community is better off because it still exists.

Ricky got his prize later at the Iso-Bizzarrini dinner after a job well done supervising me in the shop. What a great experience to have been part of the resurrection of Grifo 405! Thank you for everybody who attended, gave their input and enjoyed it as much as I did!

Monterey week is nearing…

News from Iso Central…

Now Monterey is just 10 weeks away I came to realize how many projects I’m working on at the same time. I don’t have/take the time to take pictures to post but here is an overview of the Iso/Bizzarrini interiors that are still out. And that doesn’t include the 2 Rivolta GT’s and one early Fidia I’m working on: one A3/C for paint; one for sheet metal; two Iso Grifo’s still have the suspension and motor and transmission out and one Fidia is now 7 months late for upholstery…

Nervous yet??? 😎

Maybe someone can determine what cars these consoles go to?

ISO RIVOLTA HORN BUTTONS

ISO RIVOLTA HORN BUTTONS

As many of you already heard I have decided to reproduce the (rarer-than-hens-teeth) horn buttons for Iso Rivolta cars. To keep the production as efficient as possible we chose to use two of the most often used designs. This is the early “Horseshoe” design and the “Griffon” which is used on several models including Grifo. I decided to also have the underlying bed reproduced as they are often cracked or worn. For this I provided the very best examples I had collected through the years for each style and after several quality checks in December 2017 the complete batch was cast. Their fit was perfect and I was happy to tell them to go ahead with the coloring.

The coloring is a three step project, it involves gold metallic, gloss black and chrome – in three separate steps. This week I received the first sample that used the gold color we need in the correct hue and shine! This was a big step forward. We will now focus on the masking for the chroming process. I’m excited and hope to update you soon on any further progress!!

Restoration Chronicles: Iso Fidia – Restoration of components

This is the part where everything is coming together again. Even though this car has spent most of its life in Southern California – they had almost no rust protection and the body shop had to insert new metal in the doors, floors and trunk areas. From there it went to paint and for me, this is always THE most painstaking process. I oversee every aspect but am not always there to 100% check things so sometimes they have to change things which are not as “factory correct” as I want it to be. It starts with a special etching primer which is shot right onto the sheet metal, followed by a high-grade filler they can use to make the flat sides of this Fidia absolutely straight. That said, mostly my work also means to do it BETTER than the factory and the paint system is a good example of that. Once our paint system and undercoating (my special recipe to imitate Iso’s system to a tee) is applied, the exterior of any Iso is way better protected than any factory new Iso! Once all sheet metal is fitted perfectly, most of the time is spent on blocking, blocking, and again more blocking. The finishing coat is easy in comparison.

At this time we made the decision to make the car dark blue metallic with a red leather interior. The owner and I picked a very eye-catching shade after we showed him a few test samples. For leather, we contacted the only business capable of duplicating the Frantzi process as used by Iso and Bizzarrini. The process of finding the perfect shade commenced here and I’ll report on that later. As indicated this car was born with a brown metallic exterior and tan interior, not really a shade that makes the car stand out. In all my years of restoring such high-end cars, I have come to the conclusion in most cases it should be left to the owner to pick his own color – in the end, HE is the one to enjoy it, and I also noticed there is no negative effect on selling prices, some non-factory colors even fetch more than factory.

While the car is being painted all other parts got my full attention. Because all aftermarket wiring looms look very fake and give me more work than old ones – I restored the wiring in this Fidia to factory specs. And that means down to original spade connectors, boots, and colors. There were many (burned) shorts in the old one and even just cleaning off the old overspray took us some serious time to do it right.

The engine was being rebuilt by the shop that does all my Iso and Bizzarrini engines – we leave the outside as stock as possible and tweak the internals so we are right under the 400 hp mark. I have included the link to a video of this actual Fidia motor being dyno tested – that way I also don’t have to break in the cam anymore. As this is going to be a street car, we kept everything else (like cast iron intake manifold) totally stock. Video:

The transmission was working but had some serious damage which could get worse in a jiffy. The whole main shaft was marred and it’s bearings had a lot of tolerance; several other hard parts like the pictured gears needed replacing.

The complete De Dion tube and rear axle setup were disassembled, powder coated and rebuilt with new components. The differential was completely stripped, needed both pinion and ring gear and was painted black as all late Iso differentials are. The half shafts were still fine but in order to perfectly powder coat them they were completely disassembled and put together with new parts. All suspension parts were stripped of bearings and bushings, powder coated and assembled with new parts. A few pictures illustrate how perfect they came back. Same thing with the Girling brake calipers, they have a special gold cadmium coating to do it right. Needless to say, they came out perfect. All brake rotors were tested, powder coated, trued and installed with factory correct hardware.

All aluminum and chrome work went to the chrome shop. This is just a very lengthy and tedious process, there is a lot of brightwork on these cars and every piece needs special attention. Let’s just say it takes a lot of trips back and forth to get it right – essential to start this process as early as possible. I had to fabricate new aluminum transmission tunnel cladding, once that is taken off it cannot be used anymore. Luckily the best sheet metal guy on the planet works with me… He entered the first car he restored into the 1976 Pebble Beach Concourse and it won it’s class so he knows what he is doing – thanks Patrick! The burl walnut interior parts were all dropped off at a specialist to restore the cracks, discoloring, and delamination. That process takes about 3-4 months depending on what we have to work with and fortunately this wood was not too deteriorated.

In the meantime, the search for original or even NOS parts kept going to keep pace with the restoration work – obviously most Iso Fidia parts can not be ordered at Autozone! As usual with such rare cars, I ended up having certain parts fabricated in small numbers just to make sure I didn’t have that problem when finishing my projects. As soon as I write about the assembly, I’ll indicate what parts were specially made for this car – or for Iso S4/Fidia in general.The Ariston shocks were sent to the UK to be modified inside where we kept the original look and specs. All instruments were sent out to be cleaned, fixed, restored or whatever they needed to be perfect.

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Restoration Chronicles: Iso Fidia – Disassembly 3

It’s Christmas time and I have a bit of time to update my site. The work on the Iso Fidia is progressing next to the finish of the restoration of a 1955 Porsche (Pre-A) 356 Speedster. Here you can see how Ricky at disassembly concentrating on the wiring while I tackled the engine compartment. This is the original motor the car was delivered with: a 1969 March 21 casting Corvette L-46 350 V8. The Iso company used very good motors for their cars, this 350 horse L-46 is just one step down from the legendary (mechanical lifter) LT-1. (It only needs another intake, cam and carb – it still had pressed in rocker studs) The heads were the same 2.02 heads as the LT-1 and this motor could really open up!

Through the years several things got changed but nothing I can not reverse back to original. When I inspected the car in 2002 my main complaint was the lower end knock it had when seriously revved and yes – it still had it! 😎 But, it will be rebuilt with better internals than factory – the outside will stay fully stock. Fortunately major items like water pump, manifolds and starter were still the original 1969 units. The transmission is the original Muncie 4-speed and there was a noticeable hard spot in shifting which later showed explained itself once I had it open.

I had to cut up the exhaust system as it was fully welded so did not clear the frame and had the wrong mufflers welded into the wrong position. These engines do not come out easy, it takes 3 people and a LOT of tricks to do this! Especially in Fidias there are clearance problems with the distributor and clutch system, sometimes I ask myself how they did it in the factory. I am specifically showing the motor mounts: these are the original (worn out) units and because of the power steering Iso had to cut a corner off the LH one to make it fit. I found out the hard way 8-).

Once the motor was out, the true scope of what damage a quick paint job can do came out: the gloss black paint covered everything! Not only sheet metal but wiring, relays, brake system, steering – they just shot whatever they could reach. Fortunately, some of the original wiring colors could still be seen. Lots of Mickey Mouse “repairs” which are because original parts could not be sourced.

Now there is a lot of weight off the car, the next items that will be tackled are underpinnings, interior and wiring.

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