Cousin Bo was older, married, in Law School, and much more worldly-wise than I. When he saw I was already infatuated with the car he started romancing the stone. It was built for racing, he said, popping the hood to reveal the engine room. I was astounded to see that it was hinged on its leading edge instead of the trailing edge. Bo explained that this was a sophisticated European racing refinement: if the hood latch let go, the hood would stay closed, unlike the hoods on American cars that would fly back against the windshield and ruin your day.
The engine was small by American standards in the 1960s: just four cylinders and about 120 cubic inches (1975 cc) displacement. Under a massive air cleaner box on the intake side were two big dual downdraft Solex carburators and a writhing mass of tubular headers on the exhaust side. In between were the two cast aluminum overhead cam covers. A wide-mouthed shroud picked up cool air from outside the engine room and ducted it across the exhaust headers. I noted the presence of two ignition coils, two fan belts driving the generator and water pump, and two air horns.
So want to take it for a spin? Bo asked, knowing I was already hooked.
The engine was small by American standards in the 1960s: just four cylinders and about 120 cubic inches (1975 cc) displacement. Under a massive air cleaner box on the intake side were two big dual downdraft Solex carburators and a writhing mass of tubular headers on the exhaust side. In between were the two cast aluminum overhead cam covers. A wide-mouthed shroud picked up cool air from outside the engine room and ducted it across the exhaust headers. I noted the presence of two ignition coils, two fan belts driving the generator and water pump, and two air horns.
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| Engine room, driver's side. |
So want to take it for a spin? Bo asked, knowing I was already hooked.
