Winter Weather Life hacks for Your Car

Has the winter weather been driving you crazy trying to get your car defrosted in the mornings? It has been driving me bonkers. My 1969 Cheverly does not like to argue with the cold weather and it is also my baby so it stays inside the garage safe and sound. My husband does the same thing with his 1986 mustang and there is only enough room left for our motorcycles and the kids’ power wheels. This leaves no room for the vehicles we actually drive. This sounds impractical but the thing is we have figured out how to work this out. I am the reigning queen of ghetto engineering which means I come up with some great life hacks and I am always willing to try out anyone else’s idea too. (My husband swears I lived in a true poverty stricken ghetto in a past life because in there is no way the woman from middle class suburbia should be able to come up with the things that I do. He is from the ghetto and still finds me more resourceful than anyone he knows.) The problem we all hate battling in the winter is ice. Iced over windows and tires and windshield wipers and so on. We all know these things suck to deal with at 7 a.m. while you are trying to get to work or get the kids to school. My personal favorite is to cover my car with a car cover after I get home from work so none of the precipitation can stick to it and I just pull the whole frozen mess off in one fail swoop in the morning. If you don’t have a car cover don’t worry there are other options that can work the same way. You can use a tarp or a tent cover if you have one and it has the same effect because they are made of material that is meant to keep the water from soaking through it. These are the best things to cover the car with but they aren’t your only option. If you are expecting snow and you don’t have anything else available just grab a couple of sheets and cover up the windshield and the front of the roof with one letting the sides drape over the side windows and then do the same for the back windows with the other one. I like to shut the edge of the sheet in the doors so the sheet will stay put but if you want to do it your way that’s fine too. This way when you come out top the car in the morning you can get all of the snow off very easily then you just turn on the car and wait for the engine to warm up. More details on 07 08 09 10 11 12 13 chevy silverado crew katzkin leather seat cover set.

When it comes to warming up your engine you can give yourself a heads start with a block heater. If you have a diesel engine then you should already have one but you unleaded drivers may have never even seen this. This is a part that you add to your undercarriage and you plug it in at night so that your engine and all of its fluids stay warm throughout the coldest nights. If you live up north you should definitely go ahead and invest in this item because it will save you a lot of time and frustration in the long run. If you live down south where it hardly ever freezes then you might want to just try my other method of achieving the same result. You can do this by putting a heating pad under the hood and leaving it on throughout the night. It may sound silly but it will cut down on the time it takes to get your car warm in the morning. To keep the snow from sticking to your windshield wipers try covering them with old socks. It may look funny but I promise the neighbors will be trying it the next time snow falls and they want to save the same twenty minutes you will by doing it.

For those of us who get caught by surprise and wind up with frozen windows in the morning I have a couple of tricks for you. For one, don’t ever attempt to pull frozen on windshield wipers off your windshield. You could crack the windshield glass or break the wiper or the blade or pull some wiring away from the windshield wiper motor relay and none of these things are good for you or your vehicle. To keep make your own ice melt you can combine 2 quarts of rubbing alcohol 1 cup of water and 1 cup of dish soap. It actually works really well. I would suggest trying to be proactive with ice by spraying your windows with 3 parts vinegar and 1 part water. If you spray that on your windows beforehand then the ice won’t form on them. You should also extend your windshield wipers away from the window like when you are changing out the blades so you don’t have them stuck to the windshield. To keep your side mirrors form icing over it you can cover them with zip lock baggies. If you have a frozen door lock that is being stubborn you can use muscle rub to loosen it up. Last but not least, if you can’t find an ice scraper then use a hard plastic spatula (not metal) from the kitchen. Hopefully these winter weather life hacks will help you out in these cold months ahead. Stay warm kittens!

It was, essentially, a TVR Grantor Series 3 in which the 1.8 litre MGB engine was replaced with a 4.7 litre Ford V8, the same unit as in the AC Cobra. By 1970, since only 72 Tuscan V8’s were built, it was superseded by the Tuscan V6 sports car, which used a 3 litre, Ford V6 engine. The Series included the 1600M, 2500M, 3000M, 3000S and 3000M Turbo. In 1974, the Triumph 2.5 litre engine in the TVR 2500M was replaced by a 4.7 litre, Ford V8 engine as used in the TVR Griffith 200. Hence was born the TVR 5000M. The Tasman 280i used a 2.8 litre, Ford V6 engine, whilst its cheaper counterpart, the Tasmin 200, used a 2 litre, 4-cylinder Ford unit. The Tasmin’s wedge-shape was not well received, and sales were poor. Variants of the 350i included: the 3.9 litre 390i the 4.0 litre 400SE and the ferocious 4.5 litre, 320 bah 450SE The TVR S Series In 1987, TVR introduced the S Series. This saw a move away from the wedge-shape to the traditional TVR styling incorporating curves. The V6 S Series used a Ford V6 engine, whilst the V8 S Series used a modified 4 litre, fuel injected Rover V8 unit. It was a two sweater convertible and, like the Griffith, made use of the same array of Rover V8 engines. It was designed for long distance motoring, and was therefore more spacious, internally, and its suspension was less firm than that of the Griffith. The engine spec was as per the Griffith, although there were minor improvements in top speed. All used a five speed manual transmission. Interior design was of a high standard. Production ended in 2002.

The TVR Griffith 600 Sports Car

A review of The TVR Griffith 600 Sports Car, covering development, important features, and technical data of this the sixth model in the TVR range. In this Article, I offer a nostalgic look at the TVR Griffith 600, one of an elite group of classic cars, which was manufactured during the period 1965 to 1972. A Griffith 600 sports car, fitted with a 4.5 litre (273 cubic inch), V8 engine, as used in the Plymouth saloon, was presented, for the first time, at the 1966 New York Motor Show. It was the last model to be produced by Jack Griffith’s company, following the 1965 US dock strike that crippled deliveries of Grifith 400 bodies from TVR in the UK, and subsequently led to the cars demise. Consequently, when TVR now ended production of Grantura bodies for his Griffith 400, due also to the dock strike, he turned to the car makers Carrozzeria Intermeccanica of Turin, Italy. When he saw an Intermeccanica Apollo coupe, he felt he could create a new stylish successor to his Griffith 400 using a steel body and chassis, supplied by them, and with the car assembled by him at his New York facility.

The presentation of the car was in the hands of the following distinguished team: Styling of the V8 engine was by Franco Scaglione, who created the Alfa Romeo 33 Stradale Chassis was developed by John Crostwaite, who previously worked at BRM The stylish body was designed by former GM designer Robert Cumberford The car was built using custom-made bodies, together with components from a variety of manufacturers, such as Fiat, Alfa Romeo, Simca, Peugeot, Ferrari, and Ford. It was designed to be fitted with a Ford engine and drive train. However, due to supply difficulties at Ford, the 273 cubic inch, V8 engine from the new Plymouth Commando saloon was chosen instead. This unit developed 235 bhp, with a top speed of 130 mph, a 0-60 mph time of 6.0 secs, and a standing quarter mile time of 14.7 secs. Sadly, Jack Griffith assembled only a few examples, said to be between 6 and 10, of the Griffith 600 due to dock strike delays in receiving the bodies from Italy, which caused him to simply run out of money, resulting in his company having to cease trading. Following this unfortunate episode, Intermeccanica continued production of the 600 for Steve Wilder, who had acquired the rights to the 600, and marketed it under the name of Omega. Powered by a Ford engine, only 33 of the Steve Wilder cars were built and delivered in the US before it was decided production should end in 1967. Consequently, the Triumph distributors in New York reintroduced the 600 under the name GFX, but without much success.

By this time, it was felt that the most efficient way to produce the cars was for them to be fully assembled and running when they left the factory in Turin. Following an arrangement set up with an Italian bank, Intermeccanica approached Genser Forman of New Jersey, who agreed to be their US distributor. Following this agreement, production and sales of the car, powered by a Ford V8 unit with Ford running gear, rose to between 100 and 120 units per year. The car was initially called the Intermeccanica Torino, but later changed to the Intermeccanica Italia sports car, which was subsequently produced as a coupe and convertible, the latter version being very successful. Those cars built by Intermeccanica between 1967 and 1972 used, in some cases, the 351 cubic inch Ford Cleveland engine, although most were fitted with the 351 Ford Windsor unit. Cars that were sold in the US were equipped with the same factory air conditioning as used in the Ford Mustang of that period. These cars were fitted with a Ford Top Loader gearbox, and vacuum servo assisted Girling disc brakes all round. Although the designated distributor periodically changed, by 1972, nearly 500 cars were finally built, before production ended. This marked the end of the TVR Griffith 600. Perhaps this stroll down memory lane might have answered, or at least shed light on, a possible question:

Which TVR Sports Car is Your Favorite?

However, should this question still remain unanswered, I will be reviewing, in some detail, in future articles within this website, the entire range of TVR sports cars which were featured in the memorable era spanning 1946 to 1967.

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