Made famous by its race and championship-winning cars in the 1960s, AMR is expanding its existing business with a move into a new generation of engineering, beginning with the development and integration of electric powertrains into the familiar shape of the 1960s Ford Mustang – in either coupe or fastback styles. Henry Mann says:
"This is a 1965 first generation Mustang with an electric powertrain; the first fully bespoke electric conversion as far as we are aware. It's a high-end piece of engineering and there's been a lot of bespoke work, designing and producing the first car. It's taken just under a year to do.
"It outperforms in 1960s Mustang in every department: more power, more torque, approximately 5 seconds 0-60, plenty of range, significantly better brakes and improved suspension dynamics and handling.
"The interior features CNC machining and 3D printing, computer design and upgraded features to deliver more comfort and more safety. It also has Apple CarPlay and proper air conditioning and heating system [designed and manufactured by Classic Retrofit].
"As it's electric, it's clean, futureproof against legislation and sits on the right side of the growing environmental movement. It'll give 80% charge in less than an hour on a fast charge.
"The Mustang was one of the first cars that really gave my father his launch into Ford Motorsport and performance. There are millions of V8 Mustangs and every kind of conversion and upgrade has been done. We'd always wanted to do a modern restomod version and it seemed like the logical step to make it electric as well. We'll be building more of these, for sale in the UK, Europe and the rest of the world."
There's a place for a clean, silent and blindingly fast Mustang in today's car culture. Electrification and seamlessly embedding modern technology is true to the spirit of the car, as it was groundbreaking when it was introduced. All the team at Classic Retrofit is proud of this car and our part in the project.
Our bespoke design and manufacturing service is super effective in delivering unique and production-ready HVAC solutions for EV and ICE vehicles built by groups from private workshops to OEM groups. We love working on these exciting vehicles and welcome new enquiries for similar projects.
]]>
The most recent car to receive our kit is this newly-EV'ed 1960 Austin FX4 Sedanca Brougham owned by the Hyde Park Hotel, which now has two Classic retrofit electric air conditioning systems fitted, for front and rear passengers.
This striking coachbuilt London taxi was commissioned by Nubar Gulbenkian in 1960. A wealthy Armenian born in Turkey in 1896, Gulbenkian enjoyed a lavish lifestyle of women, gambling and oil trading. Son of an oil baron, he became an admirer of English culture after receiving his education at Harrow and Cambridge.
One of the world's wealthiest men and largely through his own enterprise, despite growing up in such privileged circumstances, Gulbenkian was an industrialist, philanthropist, bon vivant, oil tycoon, socialite and commercial attache to the Iranian Embassy from 1926 until the mid-1950s. A citizen of Iran, turkey and the UK, he wore a monocle with aplomb, and a fresh orchid every day.
Nubar was often featured in the popular press and cultivated his eccentric image, portraying himself as an English gentleman, complete with his iconic monocle. Despite not driving himself until the age of 65, Nubar loved fast and expensive cars and often ordered Rolls-Royces from Jack Barclay's Mayfair showroom, located near his London residence at The Ritz Hotel.
His bespoke Hooper Rolls-Royces had avant-garde designs, including 'The Pantechnicon' built on a Silver Wraith chassis, and another Wraith with perspex roof for use in the south of France. He later decided to use an Austin FX4 Taxi in London for its manoeuvrability. Through Jack Barclays, he commissioned Battersea bespoke coachbuilders FML Panelcraft to construct coachwork to his own individual design.
His American friend, Paul Mellon, who shared Nubar's love for racehorses and stayed at The Ritz Hotel, saw Nubar's taxi and wanted to buy it. Nubar declined but offered to have another one made for him.
Car number two was built with left-hand drive and a Ford six-cylinder engine. It kept the extravagant style and flamboyance of Nubar's own car, with only minor differences in detail, such as the stacked headlamps. After completion, the car was taken to the USA, where it remained until selling through Bonhams in 2014.
The indicated mileage of 15k at sale may well be correct. The vehicle remains extremely well presented and is a previous concours d'elegance winner. It now presents in Green with 'wickerwork' panelling to the rear Brougham section, which is upholstered in grey cloth with grey carpets. Courtesy steps either side allow easy access and silk door pulls, courtesy lights and vanity units complete the opulent brougham interior.
The Sedanca top above the chauffeur may be presented in open or closed positions. The brass studded, rear-mounted trunk enhances the visual extravaganza as do the side-mounted opera lamps, while the sharp rear styling of the Brougham coachwork affords privacy to the rear occupants. Whitewall tyres reflect an American influence.
Since being purchased by the Peninsula Hotel Group for use as chauffeur-driven London transport by wealthy guests, Gulbenkian's taxi has been converted to EV by London Electric Cars, with most parts being upcycled from a Nissan Leaf. We are delighted to be part of this eye-catching project!
Being behind the scenes has shown the amount of time and effort put into running the business and how advanced the technology is in the industry. Throughout the week I was able to find myself having a go at some of the work in each of the parts of the business.
On my first day, I was doing logistics which involved some restocking of shelves. Then later, I learned how to solder and was involved in the assembly of a head unit for the Singer DLS.
On day 2, I shadowed the design process involved to make an electric pump for the electric air conditioning unit for an Alfa Romeo Giulia Super. This would be added to the heater unit to make it blow hot and cold air into the cabin.
Classic Retrofit has a variety of cars showcasing its products; such as the Porsche 914 EV conversion, which has lots of products installed on the car, creating a good example of what the brand is trying to sell and what cars they should be used on.
Aside from the fact it’s an EV conversion, the Porsche 914 often goes unnoticed since there are under 50 of them in the UK. The 914 usually comes with a flat-four engine producing 80 bhp or, less commonly, a flat-six engine making 100hp. However, the EV converted 914 produces 300hp plus, instantly.
Another car in the fleet is the Porsche 993 Tiptronic Coupe. This car has not been EV converted but does have its fair share of modifications, including retrimmed seats, a refurbished HVAC suitcase heater box, prototype A/C control panel, upgraded audio, refurbed Dansk exhaust, upgraded suspension, and eighteen-inch GT3 split rims making the car look great.
On Wednesday I was treated to a spin in each of the cars, and I have to say my favourite is the Alfa. Although it may not boast the most power, I like the car because of how nice the cabin is, for both looks and comfort. The car was released in 1965 and was fitted with a 1.6-litre engine capable of reaching speeds of above 170km/h which in the 1960s made it quite a sporty car while still being on the lighter side and handling well.
On Thursday, I accompanied the team to one of our local engineering partners to get a bracket made for a compressor to test the air conditioning units and pick up the front panels for the head units. After arriving back at the office, we tested the HVAC suitcase air conditioner to find one of the fans was loose and not working. It was fun to diagnose and repair the problem.
Overall, I think this week was a good representation of how the industry is developing and how we will still be able to enjoy classic cars in the future. I discovered a new interest in engineering. I’d like to thank Jonny and the team at Classic Retrofit for an amazing work experience."
Finished in Celeste with tan interior, our Giulia is an interesting model: the Giulia Super 'Biscione'. Given the type number 105.28, it was a low production variant made from 1969 to 1972 with a more luxurious trim and certain distinguishing features, including snake badges on the C-pillars (Biscione meaning snake), sunken AR badge on the bootlid and lots of chrome trim to the bodywork.
As the shapely rear panel suggests, the Giulia sedan was developed in a wind tunnel; quite unusual for a saloon car of the era. Despite its boxy shape, the Giulia saloon had a similar drag coefficient to contemporary Porsche 911s (0.34). Light weight of under 1,000kg made them fun to drive, even with the original 1.6-litre engine. Our car has had several improvements including a 2-litre upgrade, so it drives even better than standard - good gearing helping to liberate all the excitement from the superb twin-cam engine.
Our first improvement to the Giulia Super was fitting our CDI+ ignition unit. This period styled mappable twin-spark ignition upgrade has proven a huge success on Porsche 911s and many other cars fitted with CDI ignition in period. The Alfa Romeo Giulia 105 was no exception. An easy three-wire fit, we made no adjustments to the unit and just ran the car with standard settings. It gave an instant improvement, with smoother running and much-improved throttle response.
Performance and economy are both improved with the use of CDI+ and our car's engine builder was very impressed. While we haven't tested the unit on a dyno as yet, our experience with Porsche 911s has shown that there is no better bang per buck for performance. We're working on a redesigned bracket for the ignition coil and CDI unit and will add that to the website once complete.
Work on the air conditioning installation continues. An interesting tidbit for these cars is that 1750 and 2-litre GTVs sold in the USA had mechanical fuel injection, with the MFI pump placement meaning that these cars could never be fitted with air conditioning in period. Our upcoming kit will solve that problem and make these cars wonderful to use in all climates. Stay tuned for more info!
This is an electric converted classic and choosing it may be a touch controversial. We did not pick it for that reason. We chose this because it is a fantastic build, a fully thought through restomod. Often you'll see electric converted classics and they have removed the heart from the car, thrown in some Tesla running gear and then drunk in the exposure for whatever purpose. This isn't that build.
This is a car that has been thought about end to end, the details on it are pretty perfect. If it had the original Type4 motor in the back it would have still been in with a shout at Car of the Year. The 914 was always an odd duck, always cool, but a little strange. The EV conversion here has been done with an eye on keeping decent weight distribution and a fun driving experience (at odds with other EV converted classics, or just chucking an LS in the back end of it).
If you are still reading and haven't set off with your pitchforks, that any classic car where the selling point of the EV conversion is that it is fully reversible, is an admission that the EV conversion isn't a desired outcome for the car, and it is a compromised layout and design. This is not that build.
Really this is the car that Porsche should be making now, a fun drivers cars that looks cool, regardless of drive train. If you get to see it again, have a look at all the details and custom touches it is a special little car. In a show chock full of awesome stuff, this still managed to stand out. We don't do top tens, one winner and we stand by it. So here is our winner, you may have your own, and that is the beauty of it all really...
Thanks to Retrorides for the award! We just picked up our next project car after some wonderful rebuild work but that's another story...
]]>We’ve now been running our 964/993 ‘suitcase’ HVAC blower unit rebuild service for 8 months. The service has been very well received, with more units coming in on a weekly basis.
The systems are complex, and each build we take on presents new challenges; especially with a refurb process that includes a complete strip and clean, before the unit is rebuilt with new foams and seals; and occasionally new fans, servos, or evaporators if required, to ensure the best results.
We’ve built a database of a wide range of variations and processes, to ensure each unit gets the full Classic Retrofit spa day treatment. Who doesn’t love a spa day?!
Send us your HVAC suitcase and we will return it in fully restored condition following our full rebuild process:
Original parts are assessed individually, and the choice to replace them is discussed with the customer. We test all of our rebuilds before sending them back, so you can trust that everything runs smoothly!
See full details of our Porsche 964 993 air con blower unit rebuild service.
]]>In such cases, our work to design the system hardware is completely bespoke. We design products specific to the application and not the generic blower box kit that may be seen elsewhere. The Mustang solution was designed from scratch and is all custom made. It's got two of our ceramic heater blocks and custom made actuators that control the air flow.
Controlling the custom airbox is the real challenge and we have adopted a modular approach to the software for our new HVAC controller. As everything on the new HVAC controller is configurable, we compose an array of settings that can be adjusted to whatever the controller is being connected to, and save these arrays as unique configurations. It might not sound so exciting, but it is a change in how we package, deliver and manage our software, as we support clients with new software versions long after the original installation date.
This development path is leading toward a range of plug-and-play systems in custom outer shells, depending on the vehicle. We're currently developing bespoke systems for vehicles including the SWB Ferrari, BMW E30, Alfa Romeo Type 105, Porsche 356A, Jaguar XK and Land Rover Defender with various UK partners. The cost is generally prohibitive for single bespoke systems, but productionised programmes are more cost-effective.
We are always interested in hearing from commercial partners with specific needs for production vehicles. Give us a call to discuss!
]]>
As this car was not originally fitted with air conditioning, we've fitted our full electric A/C system including our high-output Porsche 993 alternator. This is a trickier installation on a Tiptronic, as it has an additional transmission oil cooler up front so a second condenser is challenging. Instead, we're trialling a new-tech version of our single condenser setup.
Made by a Dutch company, the new condenser is 50% more efficient than the original 964/993 condenser, which is a big improvement. While we usually recommend twin condenser systems which give massive headroom over the original, a 50% improvement on the original Porsche part is more than enough for most users, especially when combined with our new CCU, which is also in testing in our 993 (see below). More on that later!
Other improvements seen on the test mule include the development of a tightly-packaged combined battery and A/C compressor mount to minimise the space required by our electric A/C system: watch out for this as a new product. One more product developed for the car is a replacement tweeter mount to fit Focal TN43 tweeters into standard 993 door cards. This is a great little upgrade for audiophiles and is available to buy now.
Recent road trips to Retromobile in Paris and R&D visits to several UK classic EV consultancy clients have proved that, almost 30 years after its introduction, the 993 remains a highly capable and comfortable daily driver. The Tiptronic is relaxing, the car can still get a shift on when needed. We look forward to sharing more news on the car and our 964 and 993 developments!
We bought this 993 a few months ago, as a test bed for our latest Electrocooler air conditioning system. Our standard 964 and 993 installations use the factory controller, but this is known to be increasingly unreliable as the vehicles get older. Removing the factory controller entirely is not a workable option, as it is also connected to other vehicle functions, including ventilation controls that close the air intake when the vehicle is reversing and oil cooler temperature management.
After carefully researching and reverse engineering the factory controller's functions over several years of Electrocooler upgrades and refurbishing factory HVAC blower units (suitcases) and full systems, we have designed a brand new Cabin Control Unit (CCU) for 964 and 993 models. The CCU is plug and play, benefitting from complete integration with the factory wiring harness and all of its functions, while also adding some new features, including programmable oil cooler temperature thresholds to run the oil cooler fan, and more.
The new Classic Retrofit CCU for Porsche 964 and 993 models heads up a fully revised HVAC system for these 911s that gives several upgrades over standard, and that can also slide straight into a car that was not originally equipped with A/C from the factory, showing a factory appearance while offering cutting edge technology backed by full product support from our team.
We look forward to completing our testing on the new CCU before offering it to customers from Q2 2023. Right now, it is time to close the doors, and rest and recuperate over the holidays.
Solstice blessings and seasons' greetings to all our customers old and new. Thanks for your continued support: we look forward to supporting your always interesting and often incredible projects again in the new year!
At first glance, the Gen 2 blower may not appear significantly different to the Gen 1. Being just 10mm wider, it still fits neatly in the factory location, meaning a hassle-free install with no obtrusive modifications. However, the unit features updated technology and layout design, including:
With load capacity of almost a tonne powered by a 35Kw battery configuration and 90Kw motor, this little van generates enough juice to last for over 200 miles. It can be charged from both our in-house three-phase charger and the soon-to-be installed solar array at our new HQ.
Our eDeliver has been with us since the end of July and proven to be the perfect choice for running parts and components around, whilst keeping emissions low and reducing our carbon footprint. It is also super affordable to run - running costs in the first 1,000 miles were less than £40.
While the Maxi EV may not have 'hewn from granite' build quality, this fun and flexible electric van is proving to be a worthwhile addition and a trusted member of the Classic Retrofit family. We love it!
You can read more about the eDeliver 3 on the SAIC-MAXUS website.
After a detailed search, and coming close on several occasions, we eventually found a wonderful space to take Classic Retrofit to the next level. We are now based in a local leafy industrial estate in Sussex, surrounded by similar small businesses.
Classic Retrofit has also grown from one to three (sometimes four) team members, so keep an eye our for upcoming meet-the-team features. The new space allows us to work together without getting in one another's way, also providing enough room to take cars of our storage and shipping requirements.
With the added benefit of a separate and very spacious R&D workshop space, which has already yielded significant results, alongside a big office and meeting space, there is enough spare space for a Porsche, so ideal for test and development use. We've fitted a new EV smart charger for the 914 and for our electric van, which arrives in a couple of weeks.
The space is light and bright, and we are loving the benefits of improved workflow on the huge work tables. We have plans for a solar array on the roof to deliver some extra power and heating. This space will also be perfect for capturing content, so be sure to look out for upcoming videos!
We are always happy to meet existing and potential customers by appointment: get in touch if you'd like a personal product demo at the workshop.
See full details of our Porsche 964 993 air con blower unit rebuild service here.
]]>Currently in R&D is an upgraded blower unit for our electric air conditioning system. The new blower is being tested alongside an upgraded evaporator unit in our Porsche 911 SC test and development car.
Using the same end caps as our existing blower unit, the body of the upgraded blower is just 10mm wider and only slightly taller to accommodate a much more powerful fan unit: the same one used in our electric air conditioning system for the Singer DLS.
We're also testing a new and improved evaporator. Denso has upgraded the previous part with the latest heat transfer technology, making it shallower while maintaining the same heat transfer capacity. Because the new part is slimmer than the previous model, it allows a higher throughput of air, which amplifies the effect of more airflow using the new fan.
Another big advantage of the new evaporator is connections on the right hand side of the unit, which is perfect for those driving cars with a brake servo on the left. Left-hand-drive 911s make up the majority of Classic Retrofit installations, so we're delighted with the additional gain of a small improvement in ease of installation.
Tested in our SC on some of the hottest UK days of 2022 so far, the new parts continue to deliver near-zero degrees at the vents, when combined with our twin condenser A/C system and upgraded alternator.
No launch date has been set for systems featuring the new components but current schedules suggest we may see the next-gen parts unveiled in late 2022.
We've also been testing an alternative compressor (above), which the manufacturer claims is slightly quieter. So far the difference is not obvious, but all testing is worthwhile to keep our electric A/C system at the top of the list of desirable upgrades on vintage air-cooled Porsches.
To learn more about our electric A/C, check out this video of our Porsche 911SC!
]]>This time, it's the Driftworks RWB Porsche 964 Turbo getting the treatment, with Phil and Jay doing things properly by unpacking the kit and reading the manual first, then carefully following the instructions and fitting the various parts methodically, with a little bit of bespoke tailoring along the way to suit their unique application. The installation concludes with the duo gassing the system for themselves and having a trouble-free fire up, with super-cold vent temps from the start using the dual condenser system.
It is usually the case that if a customer encounters issues on fitment and fire up, then the manual has not been followed correctly. Our systems for classic 911 models and 964/993 models with or without factory air conditioning are well proven and the accompanying manuals give detailed breakdowns of every process required when installing one of our air conditioning systems. We supply our kits as kits for a reason; every piece is designed to work seamlessly with every other piece, to fire up first time and to deliver many years of reliable service.
It does happen that sometimes customers wish to change various elements to suit a non-standard application and if it is just bracketry and component positioning then that is OK. More detailed reimaginings are not guaranteed by us and often lead to extra cost in diagnostic time to resolve running issues.
Kudos to Driftworks for a really great video that accurately portrays the install procedure and how easily the system should work straight out of the box when fitted correctly. While Phil's 911 is a factory A/C car and our system is designed to work fine with factory air con cars, installers may be even happier when a 964 or 993 does not have factory air con, as there is less work for the owner or installer to do, with no heavy old lines to remove and no engine drop to remove the factory air con compressor bracket.
See our full range of electric air conditioning products here and contact us with any product questions. Don't forget our technical forum is also available for more information and you can also download the manuals and software for all of our products to learn more before you buy.
Main photo by Driftworks
]]>
The electric A/C compressor is carefully tucked under the nearside front wing, leaving plenty of space in the engine bay so that the team can access the engine for servicing. The engine bay also features electric power steering and an upgraded alternator; junking the original mechanical power steering and air conditioning systems have saved a lot of weight from the Superleggera chassis.
The car runs custom Quantum suspension springs and dampers. The current engine spec built by JMB has Jenvey throttle bodies, fast road Piper camshafts and an Emerald M3D ECU, delivering 300bhp at the rear wheels and an impressively flat torque curve. The team is now moving up to race cam development so watch this space for more.
It will be interesting to learn how well the A/C performs in Mexican road racing, where ambient temps can reach 40 degrees Celsius as the rally climbs to over 3000 metres. Experience with other race cars in similar temperatures suggests all will be well - we're excited for the feedback.
A fuse consists of a metal strip or wire mounted between a pair of electrical terminals, usually enclosed by a non-combustible housing. Installed in series with the circuit on the upstream flow of electricity, the fuse assembly carries all of the charge passing through the protected circuit. Current flow causes the fuse's resistance to generate heat. The size and strength of the fusible part of the assembly is calculated so that the heat produced for a normal current is below the element's capacity. But, if the current gets too high, the element rises to a higher temperature, which causes the fuse strip or solder joint to melt, immediately interrupting the circuit.
Depending on their application and purpose, fuses are classified into many different types, including cylindrical fuses for applications that receive or distribute electricity, tube-type fuses used in residential electric appliances, surface-mount fuses for printed circuit boards and automotive fuses (our favourite type).
Exposed to extreme vibrations and a wide range of ambient temperatures, automotive fuses must work under demanding circumstances in harsh environments, while still being small, light and reliable. In the 1960s, most cars were fitted with glass tube fuses, early versions of which were handmade and not the most reliable. The big change came in the mid-1970s, when the American company, Littelfuse, patented its ATO® blade fuse.
Formed by the American inventor and engineer, Edward V. Sundt, Littelfuse dates back to the 1920s, when Sundt sold his car to raise start up capital for fuse manufacturing. The US Patent Office refused Sundt's application for 'Little Fuse' as the words were too common, so he switched some letters around and formed Littelfuse Laboratories in 1927.
Having patented the first small but fast acting protective fuse - the type 1081-C - Sundt's first order (totalling $1.10 at the time) came from an ad placed in Radio News magazine, for some glass fuses to protect test meters. His first full year's earnings totalled $264 but the business soon took off. In ten years, turnover rose to over $100k - over $2M today. Thanks to the rapid growth of automobiles and aircraft and diversification into fuses for communications and other electronics, turnover exceeded $2m in 1943 ($33M today).
Despite the company's success in the 1940s, it would be another thirty years before the invention of the blade fuse. In 1968, with turnover exceeding $100M in today's money, Sundt retired and sold his company to the defense technologist, Tracor Inc., who took the company into the digital age, also developing fuses for the American space programme. In 2016, Littelfuse sales totalled more than $1 billion for the year.
Compared with glass tube fuses, blade fuses have a simpler structure and are lighter, more durable and more compact. They are handily colour coded to correspond with their amperage. The blade fuse subsequently evolved through a number of iterations but the standard blase fuse is still used in millions oof vehicles. We also use blade fuses in our plug-and-play replacement upgraded fuse replacement panels for classic Porsche 911 models.
Supplied with the industry standard Littelfuse ATO® blade fuses, all Classic Retrofit fuse panels feature an LED above each fuse, so there is no need to pull each fuse to find which one is blown: just look for the red LED. Hassle-free and especially easy when you're on the road, and also useful in troubleshooting electrical circuit issues: if the LED light is on and the fuse is OK, the break is somewhere else in the circuit.
Technology does not have to be big and shiny to impress. With a high breaking capacity, providing safety protection in low and medium voltage environments whilst also protecting from circuit overloads, those tiny little plastic fuses found under the bonnet in a Porsche 911 and many other classic cars can spell the difference between success and failure. When it comes to fuses, the blade fuse as used in our fuse panels is by far the best option. Do not skimp on using the best!
This little Mini should now be a very pleasant place to be in Singapore, where average humidity can be in the 90% range and classic car events are held in the very early hours of the morning, often as early as 5:30 am. If our electric air-conditioning system in this lovely classic Mini means that the owner gets an occasional lie-in, what a rewarding and unforeseen benefit!
]]>
However, as you will all know only to well, nothing is easy with a modded car! As Jeff has modified different parts of Harry, some of our parts needed tweaking to fit. Jeff shows just how easy this is to do with the right tools, and explains what he has done for each air conditioning part should you need to do the same. He goes through fitting condensers, the compressor, dryer, and hoses, explaining it in good detail for the less tech-savvy.
Jeff's videos are informative and exciting: an absolute must-watch if you have any project builds of your own and in search of inspiration, or if you are just an everyday petrolhead. Way to go Jeff - we love it!
]]>
While our emails will also be closed over the shutdown, remember that technical advice is available on the Classic Retrofit technical forum and also on our manuals and installation help page.
]]>Early research centred on parts sourcing. The first big problem was that there were no suppliers of what they call 'boxed' screw terminals in Europe: a connector that was similar to the original screw terminal that could offer a boxed design with a 30A rating and a PCB mount.
What we found in abundance were "barrier strips" - large plastic connectors with screw terminals. The trouble with these is that they are too large to fit in the original fuse panel. We ordered a number of samples and this mockup shows how they dwarfed the original fuse holders:
Ignoring the jumbo connectors, the picture does show the intention of how the blade fuse holder and diagnostic LED would eventually sit and also shows how an automotive relay fitted nicely in the space. Eventually, we found an American supplier of the right kind of terminal and ordered some samples.
One early question from a fellow 911 owner was why we were not making the boards work with spade terminals and crimp connectors. This was due to the potential to add failures rather than prevent them.
A crimped installation would involve at least 42 spades on 42 wires. In many cases, you have to put more than one wire into one crimp which they are not designed for. The wires are all different gauges and if you have more than one of the thicker wires they won't even fit. You then have to work out how to replicate the hidden bus bars (which are on the back of the Porsche fuse blocks) by making up wiring bridges using yet more crimps.
Every time you add a crimp, you're introducing a potential failure point. Considering that the average user would probably buy their crimp tool in Halfords/Walmart, this seemed like asking for trouble. Ask yourself how many times you have managed to pull the wire out of a crimp connector having thought it was a good connection!
So we stayed with the screw terminal idea and tracking the bus bars on a circuit board that would be a direct replacement for the Porsche original. The circuit board could also integrate headlamp relays and diagnostic LEDs for fuse failure. In other words a plug and play integrated product, rather than a collection of parts. There would be no need for any additional wiring or modification to the existing loom. Making the upgrade doable in under an hour without having to tag any wires was a design goal.
Eventually our screw terminals arrived from the US - they were 30A rated and the hole was a similar size to the originals. They were very good quality and remain the terminals we use today.
Here's another early mock up: pretty much the same size as the original unit. Clearly, the blade fuses and holders are much taller, but the original fuse box lid still fitted with about 1mm to spare!
Several factors influenced the switch to blade fuses. One of the main factors was that it is almost impossible to find actual ceramic fuses today: the fuses are nearly always plastic. If the brass contact is not perfectly clean and making a good contact, the fuse heats up and the plastic melts. Over time, the fuse shrinks and goes loose in the holder. Last time this happened, I couldn't close the sunroof as I went on to the motorway, just as it started to rain. Others have been left stranded when the fuel pump fuse melted. So the readily available blade fuses were a no brainer. We chose the standard sized fuses, as they are easier to remove and insert than fiddly mini-fuses.
Having found our terminals and fuse blocks, the next job was to design the printed circuit board that the fuse holders, terminals and LEDs etc would be soldered to, with tracks providing connection between components. We had also decided to add automotive relays to power the headlamps - something Porsche did not do in period, but which is a serious safety concern nowadays. We used Panasonic relays, well overspecced at 40A and rated reliable to more than one million switching cycles.
In researching original fuse panel design by buying lots of old fuse panels, we found that some cars had additional terminals on the buses between the fuses, presumably as they had more equipment (AC etc) fitted at the factory
Porsche also externally linked some of the fuses with copper bridges, generally between the left two fuse blocks. As the bridging was different from car to car, we did not add these links to our boards but added suitable links in the kit.
Unlike the Porsche fuse blocks, our circuit board bridging is clearly marked, to include:
These groups have to feed multiple fuse ways, so Porsche connected some of them together on the back of the fuse blocks to save having to do wire links. Rather than redesigning the original blocks, they continued to add external brass blocks over time. We decided not to do this and made all of our connections on the board.
One thing we were struck by was the factory's method of putting all switches 'before' the fuse. This is poor electrical design as, were a switch to short to ground internally, the fuse would not blow to prevent disaster. Our advice: always have a fire extinguisher in the car.
We made four test boards and three guinea pigs were given the boards to try the installation process and put some miles on the parts. The testing went very well, so we finalised the board design and commissioned the first manufacturing run. Although PCBs can be made in most colours, we decided to stick with classy black with white silk screen printing. Our first test boards were a little taller than the original, but the fuse panel cover still fitted perfectly with more than enough room for the wiring.
Our fuse panels are made in the UK, not in China. One benefit of this production decision was revealed early on, when there were technical issues to go through with the screw terminals. A lot of heat is required to wave solder the terminals to the board so the machine needs a special setup. This was soon resolved. "It always amazes me how many things need to be considered to get things right," said Jonny. "I do think we are good at this stuff in the UK and I wonder if a Far Eastern manufacturer would have picked this up."
We have now manufactured hundreds of these panels for many happy customers. Even if you don't think your car has electrical issues, they are cheap peace of mind, but the reality is that all 911s suffer from increased electrical resistance due to ageing fuse panels and every car benefits from this upgrade. As one customer with an early (pre-1973) car told us, "I had numerous electrical issues in the twelve months after buying this car but not had one in the three years since I fitted the fuse panel." This speaks for itself and echoes our own experience after eight years running the original test board in our 911 SC.
See the full range of Classic Retrofit fuse panels here. We ship worldwide!
]]>
The compact size allows two units to fit side-by-side in the space of a standard water heater matrix, making it perfect for classic car EV conversions. This can be achieved by fabricating a suitable metal carrier and mounting the bricks to it.
"A large car like a Range Rover or similar can have up to 5kw of heat output," says Jonny Hart. "Most modern systems have the heating systems engaged permanently, with the airflow through the system managed by flaps that modulate cabin temperature.
"Having 5kw of heat running all the time in an EV negatively impacts the battery range. A recent ride in a Boxster EV conversion showed this to be a real issue, as the heating was on all the time. If you just buy a Tesla unit and plug it into your HVAC, then you are constantly burning 5kw. This is not how our system works.
"Each of our 1100w PTC brick heaters has three stages. So, when used with our new controller - already running the electric A/C - it is now a full climate control unit, that can increase or reduce the heat with a high level of accuracy: something that traditional water based systems can't always manage. The on-board solid state switching means there are no noisy, bulky contactors to integrate, as the whole system is controlled by three tiny I/O lines.
"Two of our bricks are 2.2kw, which exceeds the heat output from Webasto gasoline heaters fitted to many classic Porsche 911s. So the maximum heat output of our system exceeds that in most classics, but with the added advantage of staging the heat and increasing range.
"Form factor is perfect for classic conversions. We've made the blocks connectable and as small as possible, so most heater matrix housings will easily allow the space for the bricks. Two is the golden number for most EVs as, if you're doing a classic EV conversion, you're probably not going to use it in the dead of winter, so you're only ever using the heater to take the edge off on a chilly morning.
"Bigger vehicles such as an EV taxi build we are consulting on uses four bricks, but for most vehicles that will be overkill. As the system warms up the cabin, it controls the stages, so turns stages off to increase range as early as possible. We're fitting this system to our own 914 and it has also been working well in other EVs, such as a recent classic Bentley conversion carried out by one of our clients."
Check out our latest product for classic car EV conversions - the Classic Retrofit PTC heat modules for EV cabin heating.
Like all of our upgraded alternators, these are brand new units, not rewound or reconditioned and there is no core charge or exchange, so you can sell your old unit complete and recoup some of your upgrade investment.
With so many electrical upgrades pushing old-school charging technology to the limit, Classic Retrofit's upgraded high-output alternators for classic cars like the Ferrari and Porsche 911 are the perfect addition to any modern classic.
Used in conjunction with our electric A/C, this alternator offers higher levels of cooling without compromising battery voltage. All of our alternators come complete with heavy duty cables. Don't forget we also offer upgraded fuse panels for both Ferrari 308 and Porsche 911, so check out those no-brainer upgrades if they are not already fitted to your car.
Based on the proven Denso 6 phase 'hairpin' alternator, the casing has been custom designed to fit the Ferrari 308. The upgraded alternator offers superior efficiency and produces less heat than the original units. For cars running additional electrical items such as bigger stereos and additional lighting, this is a game changer.
Classic Retrofit's upgraded 175A alternator for classic Porsche 964 and 993 models is the ideal upgrade for cars with the standard double pulley or RS single pulley. The idle output is around 75A depending on pulley size and idle speed.
Based on the large-case Denso 6 phase 'hairpin' alternator, the casing has been custom designed to fit all 964 and 993 fan housings. As with all of our alternators, this unit offers superior efficiency and produces less heat than the original units.
These units are currently available from stock but we expect lead times to stretch as they sell out. With the classic car season now upon us, do not delay in placing your order! Contact us with any questions.