Auto Upholstery Bay Area - Porsche 912E Finished Interior Project - Cooks Upholstery and Classic Restoration Redwood City 650-364.0923

We just finished an interior restoration on this Porsche 912E

The year was 1975. Porsche’s mid-engine 914, the “people’s Porsche” developed with Volkswagen to replace the original 912, had failed to make much headway in the popluar-price sports-car market since its 1970 debut. A substitute was coming, the radical 924. But it wasn’t quite ready yet, so the 912 was brought back to anchor the bottom of the ’76 line while the last 914s quietly exited showrooms.

Yet this new 912 was again typicaly Porsche in being no mere rerun. For one thing, it was now called 912E—E for einspritzung. And it carried not a Porsche engine but a 2.0 liter VW four available in 914s after 1972. While that change was dubious, the 912E did benefit from most all the body and chassis improvements accorded the 911 since ’69, and its U.S. East Coast price of just under $11,000 was considerably lower, though more than charged for late 914s. But then, this was a “real” Porsche to most eyes, not a half-breed like the mid-engine “Vo-Po.”

“The 912E will obviously find favor with those who prefer a slightly more practical and tractable Porsche,” predicted Road & Track. “It’s a car with almost all the sporting virtues of the more expensive 911S, yet its simpler pushrod 4-cyl. engine should make for better fuel economy and less expensive maintenance than the 911’s six” (though the injection tended to misbehave in cold weather). SAE net horsepower was just 86 at 4900 rpm, torque a more useful 98 pounds/feet at 4000. Curb weight was 2395 pounds, which meant the 912 had somehow picked up 400 extra pounds since ’69. Still, R&T’s11.3-second 0-60 mph time and 115-mph top speed looked good against the observed 23.0-mpg economy.

As a stopgap, the 912E was the single instance of “planned obselence” in Porsche history. Only 2092 were built, but this plus year-only status and the desirable qualities have since made the 912E one of the more collectible four-cylinder Porsches.

source: http://www.porsche912e.com/docs/about.html

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Auto Upholstery Bay Area - Triumph TR6 Interior Project - Cooks Upholstery and Classic Restoration Redwood City 650-364.0923

Here is a new project we are starting with a complete interior restoration on the TR6

The Triumph TR6 was the ultimate incarnation of the chassis-based Triumph TR series that had begun with the TR2 in 1953. It ran from late 1968 to 1976, just under 95,000 were built, with 91% exported, mainly of course, to the US.

Many saw the TR6 as the last of a breed of hairy-chested British sports cars, and as the only appropriate replacement for the Austin Healey 3000, which had ceased production in 1968. Under the skin, the TR6 is essentially a TR5 PI. The 2.5 litre six-cylinder engine actually traces its roots back to the 803cc 4 cylinder Standard Eight engine, but you would never know from enjoying its sweet-revving exuberance, or its very musical exhaust note. The Lucas Fuel Injection system was configured purely for power, and the TR6’s original 150 bhp was considered to be quite something for a pushrod 2.5 litre in 1969 - it more than matched the output of the 3 litre unit in the last Big Healey. Even the relatively mild European emissions regulations led to a power drop to 124 bhp in 1973, while Americans had to make do with an even more strangled version with twin Stromberg carburettors.

Modern day Triumph experts know how to get the best out of this engine. The semi-trailing independent rear suspension of the TR6, with cast aluminium arms, is similar to that introduced for the TR4A. Its natural tendency to squat under power adds considerably to the sensation of jack-rabbit acceleration from standstill. Standard Triumph were looking for a quick refresh of the 1961 Michelotti style of the TR4/5, and gave the complete TR6 style and tooling contract to Karmann in Germany. The result is considered to be one of the most ingenious and successful of facelifts, keeping only the centre section and doors of the original body. Now all that tooling is in the tender care of British Motor Heritage, who are therefore able to supply body panels or complete bodyshells for restoring these brawny classic sports cars.

The TR6 continued the TR tradition of having an overdrive option - something Triumph sometimes made great use of in competition to give close ratios yet retain a wide gearing range. On the TR6, which had six ratios, including overdrive third, the gearing in 4th went up from 21.2 mph/1000 rpm to 26.6 mph/1000 rpm in overdrive. Or to put it another way, at 100 mph, engaging overdrive dropped the revs from 4700 to 3760. The later 1974-76 models had the overdrive switch conveniently set into the top of the gear lever.

source: http://www.bmh-ltd.com/tr6.htm

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Convertible Top Repair and Auto Upholstery Bay Area - Toyota Solana Convertible Tip Project - Cooks Upholstery and Classic Restoration Redwood City 650-364.0923

Toyota Solana Convertible Top Project - Redoing the tension straps

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Convertible Top Repair and Auto Upholstery Bay Area - Maserati Tension Straps - Cooks Upholstery and Classic Restoration Redwood City 650-364.0923

We are getting ready to tension straps on this Maserati Convertible

Convertibles utilize a fabric tension strap to pull the top back when you are putting the top down. These tension straps can wear out, effectively losing all of the tension, over time. So how do you know when it is time to replace your tension straps?

When opening your convertible top you should not have to push the rear window section down by hand. Although you cannot see them without removing the top or headliner, there is a pair of nylon tension straps that pull tighten together when open the top, which allows the rear window bow to retract enough so the window and rear of the convertible top clear the top lid without you have to do anything by hand.

These tension straps will lose their elasticity over time or the front or rear loops may break. A good time to install new tension straps is when your are replacing your convertible top.

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Auto Upholstery Bay Area - Bentley Azure Convertible Top Repair - Cooks Upholstery and Classic Restoration Redwood City 650-364.0923

We are about to start a convertible top mechanism repair on this Bentley. There seems to be some trouble with these tops. Be sure to bring your car in so we can check it.

Our commitment to providing the highest level of service begins by addressing the needs of each individual client. At Cooks, automotive upholstery and restoration is the science of solving difficult problems with expert craftsmanship. Competitive pricing and on-time scheduling follow. Lifelong relationships with our clients are the result. For over 30 years our team at Cooks Upholstery & Classic Restoration has been exceeding clients expectations.

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Auto Upholstery Bay Area - Porsche Interior Carpeting Replacement - Cooks Upholstery and Classic Restoration Redwood City 650-364.0923

Porsche Interior Carpeting Replacement Project

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Auto Upholstery Bay Area - BMW 2800CS Boot Replacement - Cooks Upholstery and Classic Restoration Redwood City 650-364.0923

BMW Interior Boot Replacement

We are about to start on replacing the interior boot on this BMW 2800 CS

During the 1950s BMW utilized a split sales strategy of selling top-of-the-market products (such as the ultra-expensive BMW 507) alongside economy class transport (see the Isetta microcar and BMW 700) while mostly ignoring the wide middle of the market. This approach was less than successful, and ultimately was abandoned in the early 1960s. The Munich company instead began to focus on the mainstream appeal, only with a bias towards luxury and sportiness that they had earlier developed. This shift was embodied by the “New Class” 2000CS coupe, which debuted in 1965 with a two-liter four-cylinder mill and a rather funny face.

In response to critics, a new “New Six CS” was appeared in 1968 with a longer nose and a truly beautiful front-end treatment that became the BMW standard for many years. At the same time a 2.8-liter, 170-hp six replaced the old four. The car had a top speed of 128 mph while still featuring luxury accoutrements like power windows, leather seats, air conditioning, and rear level control, and it carried a price around $10,000 new. This list price put it squarely in line with other European luxo models, as Mercedes-Benz’s 1968 280SE six-cylinder coupe cost more than $9,100.

In 1972, BMW bored out the six to a nominal displacement of three liters and added rear disc brakes, at which point the car became known as the 3.0CS. The Bosch D-Jetronic injected version became the 3.0CSi and a lightweight version was known as the 3.0CSL. The latter was a highly successful European Touring Car racer in the mid-1970s. Neither of the latter two cars were officially imported into the U.S. Gray market examples abound. The last two model years in the U.S. were afflicted with large and unsightly bumpers.

The E9 coupe, as it is known today by its internal designation, has become a highly sought after car that is essentially the post-war standard for an understatedly elegant coupe. Unfortunately, the car’s lovely body is also its undoing. Karmann built the body shells for BMW and the car is essentially one of the prettiest ways to creatively trap moisture ever devised. Rust-free and well-restored examples are rare. The other Achilles heel of the E9 coupe is overheating and resultant cylinder head cracking. Many E9s have had 3.2- or 3.5-liter engine transplants from later E24 coupes. Interestingly, this seems to have little effect on values.

source: http://www.hagerty.com/price-guide/1969-BMW-2800CS

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