Is modern tech better than original equipment? I really started thinking about this after recently walking around a local car show in full amazement of the hundreds of classic cars in various levels of restoration and customization. While touring the cars and trucks I quickly realized the conversations around me were mainly focused on the debate of whether a classic car is “better” as a factory original vehicle or modified to modern specifications. In previous blogs we have discussed some of the various modernization upgrades that can be made to vintage cars.
If originality is important to you, then a conversion of this type is not something you should consider. I am used to hearing the line “But I kept all the parts.” To most future buyers, this is no substitute for “Yes, it’s all original.”
If you use the car on a regular basis and you do not plan on selling it soon, then the enjoyment that you would get from driving the car with a modern transmission might make this conversion a smart move. Which brings me to the next point.
Cost of Modern Tech
“Deep pockets” means different things to different people. When it comes to Daimler SP250s, the transmission conversion of choice is a 5-speed from a Toyota Supra. There is at least one company that claims to make a conversion kit. The term conversion kit might be a bit misleading. I would prefer to call it a “re-engineering” kit because it is going to take a lot of work, as well as a lot of different skill sets to accomplish this “re-engineering” in such a manner as to achieve the desired results without compromising the vehicle structurally, cosmetically, or from a value perspective. This will not come cheap.
I cannot help but wonder if it is worth the costs and the risks to achieve a smoother shift. Especially when the car is driven less than one thousand miles per year.
Engines, transmission, suspensions, brakes, steering, and other components are items that are routinely upgraded on collector cars. When deciding whether any of these modifications make sense on an individual vehicle, I always think about those same factors – originality, use, and cost.
The Engine Focus: Vintage or Modern V8 Power?
The type of car you are working with plays a big role here. Let’s say you own something all-original and in fairly mint shape. Whether we’re talking about a numbers-matching Chevelle SS 396 or an all-original IROC-Z from the ’80s you will probably want to stick to the original equipment.
Not only will an all-original car be worth more, but it will also act as a time capsule from a bygone era—and that can be extremely satisfying to some people, even if its raw performance is not up to modern standards.
On the other end of spectrum are more pedestrian domestic machines from the ’60s, ’70s and ’80s. Something like a base Chevy Nova or a Pontiac Firebird originally powered by a six-cylinder engine.
These are the cars you can go crazy with. They have all the potential of the “real” muscle car platforms but none of the desirable or rare factory performance options. You will only be adding to its value when you start upgrading things, and you will feel no guilt about modifying a beloved piece of automotive history.
Once again, both eras have their pros and cons, and the decision should come down to budget, your own mechanical ability, and the type of driving you have in mind. But here are some things to consider for upgrading to modern tech:
Old School vs Modern Tech Engines
While they might be antiquated, something is enduring about a classic small-block or big-block V8 fed by a carburetor(s). And if you are looking into ‘60s and ‘70s era muscle projects, you will also have a lot more choices not just for cars but for engine types as well.
Look at General Motors, for example. Back in the ‘60s each brand had its own unique engines — with a Chevy, Pontiac, Oldsmobile, Buick, or Cadillac all building their own V8s completely unique from each other.
Then there are Mopar small and big blocks, Ford small and big blocks and even oddities like AMC. Yes, the popular Ford and Chevy engines will be the most accessible and most affordable to work with, but you are not limited in your options. And you can still find brand-new speed parts even for the less popular engines.
In comparison, a modern V8 like a GM LS1 or LS2, a modular Ford 4.6 or 5.0 or even a Gen III Hemi is going to be a lot more powerful and way more refined out of the box, but you will have a lot less options when it comes to vehicle platforms.
You can also swap one of these modern V8s for an older car, and that is extremely popular. But you will want to ensure both your budget and schedule have room for a more involved project.
Do not forget there are also nice upgrades like aftermarket fuel injection to help modernize one of these classic V8s without needing an engine swap.
Ultimately you can build an old-school V8 to be as powerful as anything, but when it comes to drivability, fuel economy and refinement, the modern engines are hard to top. How much that stuff matters will depend on whether your project is a weekend toy or something you plan to put a lot of miles on.
Something in the Middle?
If you are not fully sold on a classic carb V8 or a modern LS or Ford OHC engine, there is a nice middle-ground option. This space is where engines like the Ford 5.0 Windsor small block and the GM TBI small blocks come in.
Beneath their updated fuel injection systems, these engines share their roots with the small block V8s of the 1960s. And though they may still seem old-fashioned compared to modern V8s, these motors offer an appealing mix of the old and new.
These engines were a big reason why cars like the Fox Body Mustang and third-generation F-Body were so popular among enthusiasts, and they represented a “high tech” spin on the classic OHV small block.
In the era before the LS and Ford Modular motors, swapping a an EFI 5.0 or fuel-injected Chevy 5.7 into a vintage car was a big upgrade and it usually did not require changing oil pans, motor mounts or needing to get new exhaust manifolds.
Whether you are looking at Fox Body Mustang or thinking about swapping a 5.0 HO into a ’60s Mustang, these 1980s-era V8s don’t offer the same out-of-the-box power as their modern counterparts, but they have no shortage of potential. The biggest issue with them today is that they are now well over 30 years old, meaning they are not as “modern” or plentiful as they once were.
Vintage Car Rarity Factor
Back in the 1990s and early 2000s it used to be a big deal to see a ‘60s or ‘70s muscle car with a late-model engine swapped in, but as the modern V8s have aged and become more plentiful these swaps are not as exotic as they used to be.
Go to a car show or cruise night today and you will see almost as many LS-swaps as you do classic small blocks. In fact, one could almost make the argument that a vintage carb engine is the more unique choice now, especially if you have got a V8 from one of the smaller brands.
The old saying goes that with enough time, money, or mechanical skill just about anything is possible. But for those of us working within more realistic boundaries, it is extra important to choose a project that you can realistically finish.
Thankfully, fans of American muscle and performance cars now have more options than ever when choosing platforms, powerplants and more.
And if you do your research beforehand, it should be easier than ever to take on a project that you can enjoy building and driving without going broke or going crazy.
Finally
Most classic car owners do not purchase their cars for the purpose of showing it, and having it judged, at the highest levels where any deviation from originality can cost precious points. So, although originality is always important, I suggest that some sacrifice in originality is acceptable if you plan to drive the car regularly. Especially in the areas of safety that can be found with modern tech.
This might include such things as replacement of the single reservoir brake master cylinder with a dual reservoir unit. Or a conversion to front disc brakes. If comfort is important to them, I will not dissuade them from adding an air-conditioning system. Things like sway bars, radial tires and fast ratio steering boxes enhance performance. None of these modifications alter the basic look or character of the car, and any value lost because of the modifications is usually gained back at sales time by an appreciative buyer who sees the value in the modifications.
If you happen to own a classic car that no longer has its original engine, then go right ahead and bolt in that “crate engine” with fuel injection and a modern 6-speed manual transmission or automatic transmission with overdrive. While you are at it, why not install rack and pinion steering, 4-wheel disc brakes, and a 4-link rear suspension. Will these modifications enhance the performance, comfort, and safety of the car? Yes, they will. Will the modifications enhance the value of the car? Certainly not in the amount expended. Will the modifications enhance the driving experience? That is open to argument. Some prefer their collector cars to drive like modern cars.
Others, me included, prefer the driving experience to transport me back to the day when the car was new. In other words, I do not mind “planning my stops.” Will the modifications make the car a better car? I would argue…No.
It is simply different.
